Scuderia Ferrari returns to the track after the Japanese Grand Prix, which, while confirming some progress, also highlighted certain challenges. The management of tires was less complicated at Suzuka, in contrast to the well-established struggle of the SF-23 in handling certain types of turns. We are talking about high-speed, medium-to-high downforce corners with several directional changes in between. This is a context where we are unlikely to see any significant changes this year.
However, Ferrari did optimize its performance at the Suzuka circuit. It was still able to offer its best performance, although the achievements in comparison to Singapore were of a different caliber. Now, it’s time for Qatar. This is another challenge that Ferrari is focusing on to continue its learning curve, which is deemed necessary for further progress and laying the foundation for future programs.
As we approach the seventeenth round, making predictions remains challenging. It will undoubtedly be interesting to see the latest updated version of the floor that partly corrected the vortex structure of the car. This component awaits validation in a different layout, aiming to fine-tune the setup in line with the scenario hypothesized during simulator testing. Strong evolution of the track and well-balanced efforts on the front end are two characteristics to keep in high consideration.
Ferrari SF-23: Losail Highlights Criticisms of Project 675
Losail is a very fast track, featuring multiple long-radius fast corners that are navigated in high gears. The circuit consists of a single straight, the main straight, where the DRS system is in use. From an aerodynamic perspective, the circuit typically requires a medium to high vertical load due to the high cornering speeds and multiple quick changes of direction.
Without a doubt, we have to wait and see the various choices that teams will make this year. This is because the last time they raced in Qatar was in 2021 when the old generation of cars was still in use. It was during this time that Mercedes found an advantage over Red Bull in qualifying, thanks to better aerodynamic efficiency. This year, given the strengths of the Austrian car, the RB19 is expected to find an advantage over Ferrari in this regard.
In addition to these considerations, the Qatari track, like Suzuka, is characterized by a sequence of long-radius corners where the red car has struggled throughout this season, as Maranello’s engineers have had trouble making the high downforce package work. When the rear of the SF-23 is loaded, the front loses a significant amount of grip, exacerbating the front-end weakness, resulting in evident understeer.
Up to a certain point, this condition can be mitigated with aerodynamics, but as we know, there is a fundamental issue with the front of the Italian car. The front suspension was renewed at the end of 2022, and the chassis underwent some changes as well. These changes have given the SF-23 its chronic understeer, which has been present since the early performance tests. This is a condition that becomes more pronounced on high-downforce tracks, where the front is put to the test. Therefore, the limited time for free practice could complicate matters for the Scuderia Ferrari.
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Red Bull will certainly have an advantage, as long-radius corners are their specialty, just like McLaren. Moreover, there are many quick changes of direction where the RB19 has shown its agility. The Maranello car particularly struggles in this context, as we saw in the first sector at Suzuka. Furthermore, there are no low-speed corners, which means that the excellent traction of the red car won’t play a predominant role.
Another aspect worth mentioning is that the Losail tarmac is not very abrasive and quite smooth, with a low presence of bumps. This should facilitate the use of ground clearance suitable for the project, ensuring that the car’s floor works optimally. Obviously, it will require a lot of downforce and its balance. The latter will be key to achieving good results on the stopwatch.
In 2021, we saw several cars struggling with understeer due to the many fast corners, which is currently limiting the SF-23’s performance. From a mechanical perspective, it will be necessary to “protect” the front end as much as possible. In various Grand Prix events during the current Formula One season, the red car experienced more body roll due to its different setup compared to Red Bull. This aspect influenced the behavior of the car when riding over high-speed curbs.
In terms of mechanics, very stiff setups will be used to achieve a stable aerodynamic platform. The circuit will be very “green.” This presents an added complexity for the teams considering the only FP1 sessions available to set up the car. Teams must “build and then validate” the setup considering the evolution of the track without being misled by the current track conditions. Without a doubt, an experienced team will be better equipped to adapt to this type of scenario.
Tires will also play a significant role in Qatar since there are more right-hand corners, which means the left front tire angle could be heavily stressed. That said, in 2021, we saw that tire efforts could be quite balanced. The front tire will still be the most stressed, and considering the long high-speed corners, the front tires will experience an increase in temperatures.
Consequently, we are talking about high lateral stresses that must be managed to contain the compound temperatures to avoid a reduction in the tire’s race life. Furthermore, Pirelli offers the hardest tire compounds in its range, which increases the presence of the tedious and harmful blistering effect during the race.
Source: Alessandro Arcari and Niccoló Arnerich for FUnoanalisitecnica
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