Ferrari SF-23, under scrutiny for quite some time now. A project, named 675 during the design phase, which despite the very extended timelines for its development, has not delivered the so-called “hypersonic speeds” anticipated by the fervor of the red team through the resounding pre-season statements made by Benedetto Vigna, chief executive officer of the historic Italian team.
We have continuously examined the issues related to Maranello’s latest aeromechanical engineering work. Many articles have been dedicated to thoroughly analyze the defects, merits (some exist), and any useful corrections to be made. The inconsistency on the track of the SF-23 is echoed by the “human departures.” In Maranello, indeed, there has been a certain coming and going for some time. A brain drain, in short.
There is also a topic that is always little discussed, concerning the power unit. The concession provided by the International Federation, on which Ferrari theoretically could have strongly relied, has been only partially exploited. Almost all the problems related to the poor reliability in 2022 have been solved, but the benefits associated with a significant increase in usable power are not fully evident.
Ferrari: Honda power unit superior in terms of hybrid
The Ferrari cars no longer run with limitations. That was the case in the previous season. However, the level of confidence regarding the full-throttle engines is not as desired. Several issues have arisen in the first seven rounds of the 2023 Formula One championship, either passed unnoticed or partially hidden by bigger concerns such as the poor tire management during the races, as explained by F1 expert Alessandro Arcari for the Italian website FUnoanalisitecnica.
Moreover, Red Bull Powertrains hit the mark. Operating with great expertise, the power unit department of the reigning world champion team has managed the intellectual property provided by Honda very effectively. The Japanese giant, which made a spectacular Harakiri as far as we are concerned, has left a little gem in the hands of the Milton Keynes team.
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Through the information gathered by the FUnoanalisitecnica editorial team, the Sakura-based manufacturer received approval in the winter to address an alleged reliability issue. Although of lesser magnitude than the red team’s, the FIA’s concession regarding the internal combustion engine allowed for the maintenance of nominal horsepower, thus avoiding performance loss related to the use of the new E10 fuels.
This context, confirmed by Tetsushi Kakuda, Honda’s F1 project leader, not only improved reliability but also ensured maximization of the power units’ control and energy management. It is precisely in this aspect that Ferrari has lagged behind. We have mentioned it on several occasions when certain limitations related to battery charging and discharging phases emerged through the on-board data.
In Canada, a circuit that demands a lot from a mechanical standpoint, the utilization of the various components that make up the power unit will be crucial. There are four high-speed sections that put a great strain on the cars. Particularly at the Droit du Casino, where the cars are at full throttle for over 14 seconds, one of the most demanding sections on the 2023 Formula One calendar.
For this reason, engineers and drivers will need to adopt the most effective ICE mapping. An optimal power delivery curve at low revs will ensure the gradual discharge of all horsepower to the ground, without interruptions, providing ideal traction. Considering Ferrari’s competence in this area, they will undoubtedly have to fully exploit this characteristic of the SF-23.
Analyzing the Canadian layout, especially regarding the heavy braking zones, the MGU-K will play a crucial role in energy recovery. Its efficiency will offer significant advantages in terms of lap economy, especially during the race, where the continuous work of this component faces strong demands. Most likely, Red Bull will have some advantage in this area, being able to make the best use of the power generated by the motor generator.
The track is moderately sensitive to power, while the weight of the car has a lower impact. The management of engine braking, the differential, and their interaction with the braking system will need to be fine-tuned. This is a fundamental requirement to minimize any disruptions during braking that could potentially affect the car’s trajectory during deceleration. In this aspect, the SF-23 has always provided good indications.
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