The article dedicated to the historic Ferrari team takes shape through a much-discussed question in the F1 environment: can we claim that the issues related to tire degradation suffered by the SF-23s in the first third of the 2023 Formula 1 season have been resolved? Providing a precise answer to this curiosity is not easy at all. It’s not easy even for the technicians, let alone for us.
However, some data can still help us make relevant conjectures on the subject. We’re talking about the study of the numbers produced over the weekend by the cars from Maranello, which are always very useful in these cases to try to understand, at the current state of affairs, how this crucial aspect for the men in red is progressing.
By observing the overall race pace during the Austrian Grand Prix, we have formed an idea that has already been discussed in our report this morning. We’re talking about an average gap, considering tire consumption between Ferrari and Red Bull, of around 4 tenths of a second. It’s a step forward in pure performance since, in Montreal, although the tire degradation was equally contained, the race lap times showed a significantly greater performance gap.
Naturally, making a direct comparison between two tracks that are somewhat similar in type (Canada and Austria) but still different, while also considering the particular weekend with only one heavily affected practice session due to “tricky” weather, it is not possible to extract entirely factual results. We can focus on the drivability of the car, discuss the recent updates, and comment on another interesting aspect that undoubtedly expands the thinking to a new factor. But first, let’s talk about the main players.
Ferrari SF-23: Is the red car really aiming to win at Silverstone?
“With certainty, not yet,” is the most appropriate answer to the question that opens this piece. Disappointed? We apologize. But as mentioned, replicating with extreme accuracy is mathematically impossible. Handling: not as good as in Canada. Why? Too few sixty-minute sessions to technically program a weekend and find the perfect setup for the various competitive contexts required by the Sprint Race format. Under this aspect, the engineers faced a headache.
This condition, for example, even though Charles Leclerc once again showed his humility, had a significant impact on his performances in car number 16. The Monegasque driver was not comfortable. It was clearly visible through the onboard cameras. The same situation for Carlos, who, however, was better at adapting to the car. It must be said and reiterated: in Spielberg, the Spaniard was able to interpret the SF-23 better than his teammate. Period.
“I would have preferred first place, but it’s fine the same.” Could the young talent from Monaco have debuted differently? Considering his immense ambition tied to the Prancing Horse, no. Well then. After all, the desire for success can only be beneficial if managed appropriately. And it seems that finally, this concept is fully embraced by the rest of the team as well.
Yes, because the updates, the Spain package + refinements tested at Fiorano, are working indeed. In light of the facts, while awaiting “total validation” in the upcoming world round scheduled at Silverstone from July 7th to 9th, as anticipated in the usual Sunday onboard analysis, Ferrari confirms the step forward. The learning curve is shortening, and as Charles said, “the light at the end of the tunnel is getting closer and closer.”
The next objective is to win. Doing so in England would be significant. “On their turf,” the home of Formula 1, seeing a red car on the top step of the podium always has its reasons. But Red Bull remains very strong. The Verstappen/RB19 combination is solid, significantly less so when Perez is behind the wheel. Feet on the ground, in other words, while waiting for further confirmation.
Meanwhile, Fred Vasseur smiles, and he does so with knowledge of the facts. The “makeshift group” is not that bad considering the many absences in crucial roles. “Substitutes” and confirmed members have made superhuman efforts for the cause, and things are straightening out. “A thought goes to Maranello: the guys at the factory have done an enormous job to provide us with the latest updates this weekend. Twenty-four hours a day to have them in advance.”
A well-deserved vote of confidence, therefore, that effectively certifies the immense professionalism of the group. This, despite the fact that the operating methodology still needs to improve to add strength to the recent positive trend. In this regard, the feedback from Silverstone will be crucial, especially because the new Pirelli construction will make its debut, which could shake things up. We are preparing a focus on this topic.
Ferrari SF-23: The importance of the front suspension in generating downforce
Formula One is a highly complex world where every factor, no matter how small, is capable of shifting the balance of an entire car. Let alone if it concerns an important component that, from what we have learned, plays a crucial role in generating aerodynamic downforce for the wing cars, particularly regarding the much-discussed ride heights, as explained by F1 expert Alessandro Arcari for FUnoanalisitecnica.
In general, speaking purely about vehicle dynamics, the front suspension greatly affects the performance of the floor, which is the part of the car that handles the majority of the vertical force produced by an F1 car. This is because, by effectively managing the distance from the reference plane (the track surface), the aerodynamic platform can be optimized to provide downforce and, consequently, improved handling for the driver.
The front suspension arms, for some years now, have been designed to align the flows coming from the front wing. The goal is to manage the vortex structure to improve the flow patterns directed both to the inlet and the side pods. However, achieving a certain level of effectiveness is not simple, especially because the positive impact depends heavily on the initial design of the car. Transforming a disadvantage caused by a suboptimal scheme into a benefit is very complicated.
Ferrari has understood that by focusing on the front part of the SF-23, they could maximize performance. Due to timing and budget constraints, as changing the suspension geometry of an F1 car requires modifications to the chassis and hub attachment points, the engineers in Maranello have worked on the front wing, shaping it to be more cohesive in creating downforce and better integrating with the aerodynamic setup of the suspension arms.
This measure has effectively made the flow management more consistent, allowing for the use of more suitable ride heights. This scenario has limited the loss of downforce that the SF-23 tended to experience in certain situations, working in harmony with the rear end of the Italian car, which is a highly challenging aspect to achieve.
For this reason, according to the information gathered by the editorial team of FUnoanalisitecnica, the integration between the suspension system and the aerodynamics of the Ferrari vehicle has resulted in a usable benefit throughout the entire lap, rather than just in specific points of the track, unlocking some of the previously untapped potential until a few weeks ago.
Certainly, the described context will face its toughest test at Silverstone. The British track features all types of possible corners, including high-speed, wide-radius ones, which are the most challenging in terms of dynamic performance and tire degradation during the race. Approximately 90 hours, just under four days, separate us from FP1 on British soil. It is on this track that Ferrari will discover the level of efficiency achieved regarding the aforementioned modifications.
