Ferrari and Qatar—a Formula 1 circuit that generally doesn’t suit the red car. We discussed this yesterday in our usual feature, a preview where we highlighted the key characteristics of the track and explained what the Prancing Horse can realistically aim for this weekend. McLaren is clearly the favorite—there’s no denying it. The distinctive traits of the MCL38 align perfectly with the layout of Losail, with its fast corners and highly technical sections that could pose significant challenges for Ferrari.
From a mechanical perspective, given the layout, there won’t be much room for differentiation. Ferrari will be forced to adopt a relatively stiffer suspension setup to limit body movement, enhance aerodynamic performance, and improve vertical load stability. This aspect is crucial, as the traction zones are high-speed, meaning aerodynamic contributions outweigh mechanical ones. This explains why it will be quite challenging to achieve a performance benefit through suspension configurations alone.
F1, Qatar GP: McLaren and Red Bull follow Ferrari’s approach, while Mercedes seeks an alternative route
Thanks to the first images from the Qatari pit lane, we can analyze the configurations of the top teams for the Qatar Grand Prix. Red Bull and McLaren have opted against extremely high-downforce setups like those seen in Monaco, instead choosing intermediate solutions. The RB20 features a wing with a highly pronounced leading edge across its entire width. However, at its outer edges, the profile tapers off significantly to improve aerodynamic efficiency—a strategic move to optimize performance.
McLaren, on the other hand, shows a particularly pronounced leading edge in the central area, with a progressive decrease in angle toward the endplate junctions. This design differs from Ferrari’s, which is characterized by greater linearity along its entire width. The choice of slightly lower downforce aligns well with the circuit’s characteristics, as indicated by simulations of optimal setups and insights from recent race weekends.
Red Bull and McLaren, being cars that inherently generate high aerodynamic load, aim to strike the right balance. It will be interesting to see which versions of the beam wing are used to complement downforce, as the key to a competitive package lies in balancing both axes. Simply increasing downforce isn’t enough—it’s equally important to consider the car’s dynamics, how the floor behaves during cornering, and the stability of the downforce to unlock maximum performance.
Finally, Mercedes. The Brackley team has chosen a medium-high downforce setup, distinguished by a particularly pronounced leading edge in the central section that tapers off significantly toward the ends, aligning with their goal of improving overall aerodynamic efficiency. The W15, which inherently generates less aerodynamic load compared to the other top teams, raises questions about how it will “build the lap.” Given their chosen configuration, one thing seems clear: their approach will emphasize efficiency rather than outright downforce generation.
Mercedes is not trying to compensate for this inherent lack of vertical downforce by adopting a higher downforce wing. On the contrary, it seems the engineers have chosen an approach that prioritizes top speeds and a smoother overall balance. It remains to be seen how this significant decision, particularly within a sprint weekend, will impact the performance of the two W15 cars during the race, especially in the mixed sections and through the corners, where, as we know, downforce and the car’s dynamic stability are crucial.
F1, Ferrari deciding whether to use the experimental floor for the entire weekend
Finally, we come to Ferrari. The Italian team has opted for a medium-high downforce wing, choosing this setup over the higher downforce specification used in Monaco. To clarify, this specific wing was first introduced during the season in Barcelona, when the department then led by Enrico Cardile also installed the floor that caused numerous issues in the following months. This version of the SF-24’s rear wing is characterized by a reduced frontal area and less angle of incidence at the outer sections of the wing.
This choice clearly aims to improve the overall aerodynamic efficiency of the package. The decision not to go for a maximum downforce setup is quite strategic. To elaborate, the goal is to optimize the vertical load generated by the floor, attempting to maximize ground effect while preserving strong top speeds. This approach should ensure more competitive performance in faster sections while maintaining a better balance between aerodynamic downforce and effective speed.
In the introduction, we mentioned suspension setups, noting the limited impact they can have on this Grand Prix. That’s because aerodynamic considerations will take precedence. Thanks to a photo shared by Spanish journalist Albert Fabrega, we can see that Charles Leclerc’s SF-24 is equipped with the experimental floor previously used in FP1 in Las Vegas by Carlos Sainz alone. A clarification is needed: considering Nevada’s layout, it is clear that Ferrari tested the floor for its ability to produce load stability without causing porpoising.
Looking at the Qatari circuit, with its fast corners and various technical sections, it’s evident that further testing of the experimental floor will be even more relevant. This move will provide a valuable opportunity to gather crucial data for the Italian team. However, we can infer one point: although this floor is on car #16, there’s no guarantee it will remain. The decision is particularly challenging, given the limited one-hour session available, which greatly complicates matters. If the floor is used in FP1, it might still remain on the car through qualifying and the sprint race.
On the other hand, if performance doesn’t meet expectations, there’s always the possibility of reverting to the previous floor specification before the additional qualifying session that sets the grid for Sunday’s race. This weekend’s variables are numerous. Let’s not forget, this is a competitive context where Ferrari is still fighting to stay in the race for the Constructors’ Championship. We’ll have to wait until tomorrow to learn more and see what decisions the Italian team makes.
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