After the Australian Grand Prix was postponed far ahead (in November), the Bahrain Grand Prix at the end of March was really eagerly awaited. It didn’t disappoint and it certainly wasn’t boring .
Having tested the cars (very briefly) on the same circuit gave a rough idea of what we might have expected on the first race. In fact, the race weekend could only become a natural extension of the winter tests. It was basically like that.
Focusing on Ferrari, which from the data in the pre-season testing session, was placed between 6th and 8th place in the race simulation, we can see that decisive step forward defined by Mattia Binotto “in all areas”.
Nonetheless, the SF21 was able to run with a low drag configuration but, according to formu1a.uno, still not in the ideal way.
However, more than Alpha Tauri which was a direct rival, and even Alfa Romeo which has the same engine. All in all, the pace was decent while Qualifying went even better. On the fast lap, the good initial balance gave the drivers confidence, in particular Charles Leclerc, who gradually brought the car tp the limit.
It is true that in 2020 we have seen some miracles of Charles, but in a different situation that is of continuous emergency and in any case not in Bahrain, where he too admits that he does not like the layout and the degradation curve of the asphalt.
At Maranello they managed to optimize many areas of the car which, of course, cannot be perfect, but which are not yet fully completed. In a certain sense it is as if we were halfway through the test, it should be further roughened starting with some updates planned for Imola. This is true in general, so we cannot say that the recovery progression will continue to be the same for everyone. Much less for Ferrari. The values could settle maximum within two months after which each team will go on with what it has for 2021 and there will be small differences due to track characteristics, by the drivers in relation to driving preferences, by the work of the engineers.
Returning to Sakhir, Ferrari seems to have wanted (or had to) keep some HP at rest for an apparently cautious choice regarding reliability. Ferrari could have extracted further performance (0 ”15) from the PU setup and tuning on a track where this aspect is the most incisive.
Between Friday and Saturday the balance was adjusted by opting for a slight reduction of the wing, sacrificing a little race pace in order not to stress (for now) the engine (including the hybrid part).
The SF21 (even with Alfa, which, having a very efficient car, defended itself well in terms of top speeds) is the car that suffered the most from clipping in the last 200 full-throttle meters of the main straight. Then Mercedes. Red Bull much less. Defending itself very well in the other two straights.
Of the six tenths and a little bit taken from Max Verstappen’s RB16B, all cornering, no less than two were lost in the 600-meter snake between the exit of turn 4 and the attack of turn 8.
At the tests Ferrari believed to be about 20 HP behind Mercedes (similar to Honda), 4 tenths in Bahrain, it will be able to increase by 5 HP if it manages to solve small ‘collateral problems’, reaching 15 HP of gap. It would be a great result. Provided that Mercedes does not quickly solve some small problems with the endothermic of its PU.
In addition, if it succeeds, it can have a positive effect on the tires by generating ‘useful’ downforce at the front. When dealing with a medium-high downforce track and changes of direction (like Imola) it is important to allow the drivers a certain aggression at the entrance, which is only possible if the rear axle must be properly balanced.
It is clear that it is not the cure for all issues, because the SF21 has to contend with a chassis and front nose that is inferior to its rivals.
But this would still allow us to respond adequately to the excellent Mclaren and Alpha Tauri, without forgetting Aston Martin (when and if they will join the battle), in the fight for third place.
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