Ferrari SF-23: front-end suspension focus, lower ride height at Marina Bay

Scuderia Ferrari arrives in Singapore with a clear objective: to test on the track the theoretical plan made after Monza. The technicians at Scuderia Ferrari, following an extensive study conducted after the Netherlands Grand Prix, believe they have found the so-called “cognitive tools” useful for their cause. This is a kind of setup that values simulator work and, consequently, gathers key factors for fine-tuning the car. It worked in Monza, and considering only the layout as responsible for the good performance is too simplistic.

However, everyone is good at winning on paper. Therefore, it’s clear that only the track can confirm this evolutionary step that Scuderia Ferrari believes it has achieved. Meanwhile, in terms of suspension, the dynamic department of the Ferrari Racing Division has designed a slightly stiffer setup compared to last year. The goal is to have a more agile car in the various direction changes at Marina Bay. The focus will be on optimizing rear-end performance by providing ample grip to the SF-23 without limiting the front, which is identified as the car’s weak point.

According to information gathered by the editorial team of FUnoanalisitecnica in recent days, the historic Italian team has a very specific goal. It’s the opposite of Mercedes: to beat the Brackley-based team and, why not, try to stay close to the Red Bull RB19. The Austrian cars remain the favorites in Singapore. The last sentence states the obvious, but it’s still correct to remember it not to deceive anyone.

Singapore GP 2023/Ferrari SF-23: Lower Ground Clearance, Front-End Suspension Focus
As predicted, the Italian team arrives at this fifteenth championship event with a high-downforce rear wing. It’s a clear sign that, despite the track becoming faster, simulations still favor high vertical support at the rear. The specification is the same as seen in Monaco, featuring a pronounced main plane combined with the high-downforce configuration of the beam wing.

The red car will have to make this high vertical downforce package work, even though the average speed of the corners is lower than in the Netherlands. Therefore, the search for the right setup is not expected to become a critical phase during the weekend. Recall that at Zandvoort, the Ferrari team faced many front-end issues after loading the rear.

The front end of the red car is rather weak, and that’s a known fact. This crucial element tends to lose some grip as soon as the wing incidence at the rear increases. That’s why the SF-23 has performed better on medium or low downforce circuits. They will concentrate obsessively on the mechanics to prevent any complications through good axle tuning.

As anticipated in our usual technical preview, the absence of significant bumps will facilitate managing ground clearances, and for Ferrari and Mercedes, it will be less challenging to find downforce from the ground. The Italian technicians will try to fine-tune the front end, despite having decided to stiffen it more. It will be a challenge to find the right compromise to offer the correct grip balance between the two axles. This is a task the Emilian team hopes to achieve during Friday’s first practice session.

Singapore GP 2023: Red Bull Increases RB19’s Aerodynamic Efficiency
Even at Red Bull, the more traditional path of high aerodynamic downforce has been chosen, in line with what was done last year. Downforce levels have remained virtually the same for most teams. However, we will have to see if, during the first free practices, some teams will try different solutions. Although the specification used on both RB19s features a rear wing main plane similar to what was used in Monaco, we notice a kind of evolution inspired by Alpine and Mercedes.

Essentially, the technicians led by Adrian Newey have modified the specification to minimize the support area related to the second additional flap that joins the endplate. This creates a noticeable “cut” visible to the naked eye. Undoubtedly, some weight is saved, but the greatest gain is in terms of efficiency.

From an aerodynamic point of view, this solution Red Bull has chosen to use in Singapore should provide both Austrian cars with less aerodynamic drag. These are small but factual adjustments proposed after technicians spent many hours in the CFD. The Milton Keynes team will test this interesting solution and seek track validation to reap the benefits observed during the analysis.

For now, awaiting further confirmation, Mercedes seems to have adopted a rear wing specification with a “double-spoon” main plane. This is the same prerogative chosen for most high aerodynamic downforce tracks. The distribution profile related to pressure along the main plane has a double peak, meaning it doesn’t concentrate maximum downforce in the middle of the element but rather in two staggered zones relative to the center of the specification.