Ferrari: technical issues affecting SF-23 car balance partially resolved

Things don’t usually change randomly, except in rare situations. Ferrari has learned this the hard way during this season of “negative passion” that seems to envelop the team. It couldn’t be otherwise when confusion reigns. It’s a limiting condition inherited from Mattia Binotto’s tenure, where many things were done and said, except the right ones. We’ve extensively discussed what should have been done and what wasn’t on these pages. But most importantly, in recent months, we’ve talked about the team’s short-term and long-term future.

Therefore, we won’t repeat the usual lament about the (long) time needed to get back on track. Fred Vasseur is working closely with the management on this. Sometimes, the management seems like an alien entity. It’s all true. Like yesterday, for instance, when John Elkann and Benedetto Vigna wandered around the Circus almost disoriented. They seemed more interested in the event itself. But of course, we’re merely speculating here.

The whole effort at Maranello, while interesting to observe in terms of expressions and attire, especially for the New York-born entrepreneur designated by his grandfather Gianni Agnelli as Ferrari’s heir, isn’t pleasant to watch even within their own walls. But what matters is who genuinely cares about Ferrari, whether it’s for money or glory.

We’re talking about the manager from France, who, although not considered a phenomenon in F1, is putting in an extraordinary effort to turn the fortunes of the Italian team around. This needed to be said, and there’s nothing more to add. For the rest, in connection with the beginning of this article, something has changed or is at least in the process of changing. We’re not referring to what’s coming but to the present moment. It’s about mechanical parts, oil, electronics, aerodynamics, tires, and noise. Everything that happens on the track, in other words.

Ferrari SF-23: hitting rock bottom leads to technical awareness

While we briefly touched upon this topic in the usual onboard analyses, we’ll delve deeper in this article. Let’s start with a fact: everyone, even those who only sporadically savor Formula 1, noticed Ferrari’s approach this past weekend. The team came to Monza on Friday morning with a rather clear plan. They achieved this through the work done leading up to the Grand Prix. There was a lot of reflection with the help of the simulator, which essentially managed to anticipate the “secrets” of Monza.

An SF-23 that felt very comfortable in the Brianza circuit after just 4 corners. It wasn’t perfect, but it almost became perfect following the tests during the practice sessions. Credit for this goes to the technicians who were able to find a baseline setup that effectively replicated the scenario envisioned beforehand. This might have gone somewhat unnoticed, labeled as a routine operation that an F1 team should be able to perform consistently.

In fact, that’s precisely the case. On the other hand, resources are not lacking, and even though the personnel in the sporting management department is not at full strength, those in the Ferrari workforce certainly know how to handle the situation. However, when, for various reasons, the aforementioned action hardly ever takes place, it’s clear that the existing issue needed to be resolved. This is the focal point of today’s discussion.

According to information gathered by the editorial team of Formula Uno Analisi Tecnica, Zandvoort has not been archived as a “mere sporting failure.” The Dutch weekend was dreadful, we agree. It was disappointing in every respect. However, the emotional discomfort caused by a result not in line with hopes and expectations has given rise to something interesting: the equation governing the project 675’s balance seems to have found several solutions.

This doesn’t mean that from now on, the red car will be an open book for the Ferrari engineers and the difficulties in getting the Maranello car to perform at its best have disappeared. What has changed is the number of “conceptual tools” capable of solving this rather complicated equation. By increasing the “cognitive tools,” the percentage of success aimed at hitting the right setup and maximizing the SF-23’s performance is enhanced.

On a media level, the subject has only been touched upon by the Ferrari team principal: “We’ve understood things better after Zandvoort, and we believe we can make progress on other types of tracks as well.” The message sketched out awaits confirmation, as it should. But from what we’ve been told, there’s a fair amount of optimism in this regard. To put it simply, Ferrari believes it has figured out how to “tame” its car, giving it the ability to perform at its best on every type of circuit.

If confirmed by actions, this step forward would make a significant difference. Let’s be clear: “the knowledge step” won’t make the red car faster than Red Bull. It will simply give the drivers the opportunity to access the maximum performance of the car even on less suitable tracks. The chance to verify what has been deduced from Ferrari’s calculations (corroborated at Monza) will come in less than two weeks in the splendid city-state of Singapore.