Ferrari SF-23: focus on handling in high-speed corners, managing curbs and degradation

For the historic Ferrari team, the Silverstone track stands as one of the most challenging scenarios of the entire Formula 1 season, as the circuit consists of several high-speed sections where the level of aerodynamic load generated by the cars will be crucial. Not to mention the need to attack the curbs, an aspect on which the Italian team encountered various issues in Miami, as they were unable to maintain appropriate ground clearance for the functioning of the 675 project.

In addition to the practical tests carried out by the Maranello squad regarding the internal elements of the suspension, the work within the sporting management conducted in recent months has focused on stabilizing the aerodynamic flow at certain speeds, in relation to the “usable” distance of the floor from the reference plane (track surface). In Austria, we witnessed a significantly more stable Ferrari in high-radius corners.

For this simple reason, the track located in the British county of Northamptonshire serves as the final test ground to understand whether the SF-23’s setup window has effectively expanded. From a purely aerodynamic standpoint, confirmations are expected regarding the development of proper rear-end vertical downforce. This characteristic is partly defined by the choice of the rear wing, which often aims to close the speed gap against the highly efficient Red Bull.

Ferrari SF-23: An obligatory aerodynamic choice?
During the past season, the SF-75 delivered an excellent performance on English soil thanks to a combination of favorable factors. The technicians of the Prancing Horse managed to contain bouncing in the riskier areas while perfectly managing the operating temperature of the tires during a single lap. This aspect was also present last week in Spielberg, thanks to the endemic characteristics of the Austrian track.

In 2022, the Ferraris adopted a lower downforce wing in an attempt to compensate for suboptimal aerodynamic efficiency, resulting in a certain gap in mid-corner performance compared to the excellent RB18. This approach is likely to be pursued this year as well. Red Bull, as they did at their home circuit, should opt for a higher downforce solution, which, although beneficial in cornering, will limit part of their advantage on the straights.

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However, the strength of the RB19 will emerge forcefully in the multiple high-speed corners, particularly through the solid performance of the car over curbs. This is an aspect that Ferrari is working on to try to reduce the gap suffered in terms of pure handling compared to the Austrian cars. The goal is to avoid unpleasant “slides” when the car goes over the curbs. It remains to be seen if the Italian engineers will be able to bring a new version of the rear wing, designed to complement the recent work done on the aerodynamics of the SF-23, as explained by F1 experts Alessandro Arcari and Niccoló Arnerich for FUnoanalisitecnica.

In terms of tires, Pirelli will bring the hardest compound combination for the British Grand Prix weekend. Given the numerous high-speed corners, both in qualifying and in the race, tire management will be very complex. The time during which the compounds will undergo strong stress will make the administration of the working range very challenging, where overheating, the number one enemy, could limit performance.

The new construction that will debut in England, according to the official statement, will make the tire more resistant to fatigue but will not alter any other technical parameter, nor its behavior on the track. However, according to our sources, there is some concern circulating within the teams, mindful of the recent past.

Therefore, it remains to be seen if the measures taken to increase the performance of the cars in terms of expressed load and speed will not actually modify the setup of the cars. Based on what we have learned, there might be a balance issue towards the front axle due to a tire weight-related issue.