The second session on Friday proved to be quite indicative for Ferrari from various perspectives. The ninety minutes available, due to the inability to drive during FP1, showcased a strong performance from the Prancing Horse. Most likely, it was their best session of the Formula 1 2023 season. Mercedes also did well, continuing on the path they have taken in understanding the updated W14 on the streets of the Principality. Red Bull, currently secretive, has been busy fine-tuning the setup to optimize the use of the tires.
When looking at the telemetry, it should be noted that Ferrari, compared to Mercedes, set their best lap time early in the session and then focused diligently on the car’s setup. Meanwhile, the German team chose the opposite approach, refining the car’s setting and then taking advantage of the rubbered-in track for the push lap.
Heading into the final practice session and qualifying, let’s try to understand where the Prancing Horse needs to work on the setup to bridge the current gap. The sensations are good; however, there is still about one and a half tenths to be found in order to aim for a front-row position. We know that yesterday’s times were not highly significant because Mercedes simulated the qualifying session much later than Red Bull and Ferrari, due to the threat of rain, as explained by F1 experts Alessandro Arcari and Niccoló Arnerich for FUnoanalisitecnica.
Overall, we notice that Ferrari should improve the section from the first chicane (turns 1-2) to turn 10, which is the hairpin before the long straight. From the graph below, we can see that the gap slightly increases at the chicanes. Although both cars gain an advantage over Lewis Hamilton’s W14, the SF-23 tends to have a smaller advantage turn by turn.
The very first section of the track is quite good, although they already lose some ground compared to the RB19. In both the first and second chicanes, the car from Maranello loses a solid 1.5 tenths. However, in the first sector, it manages to regain the gap to car number 1 during the acceleration phase, while it doesn’t do the same in the second chicane, losing about 2 tenths overall. However, as the meters pass, the lower-downforce wing helps in terms of resistance, and the gap returns to around a tenth.
First sector: Ferrari hits the mark with the aero-mechanical setup.
What is explained above can be seen in detail in the image above. In the exit phase of turn 2, the Prancing Horse “tractions” better, resulting in a smoother curve. This is a positive note considering that the car is much lighter, indicating that the engineers have managed to find a good compromise in suspension rigidity. This is done in order to ensure a stable aerodynamic platform without compromising mechanical grip.
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Mercedes gains more advantage at this point due to a well-rubbered track. In the next chicane, the RB19 makes a difference in the mid-corner thanks to the higher load installed in the car. There is an 8 km/h difference in mid-corner between Red Bull and Ferrari.
Central sector: 4 tenths lost in the turns 6-7
In the central sector, there is a more significant gap accumulated compared to the RB19 single-seater. In the first chicane of the central sector (turns 6-7), the Prancing Horse suffers a heavier time loss, reaching up to 4 tenths locally. We observe that Max Verstappen manages to brake much later, gaining immediately. A car with more load allows for greater stability and more effective braking.
In the complex of turns 8-9, which is another chicane, the SF-23 suffers a smaller gap, just over a tenth. The two chicanes are not very different, so the gap accumulated in the previous section is recoverable for the qualifying session.
Last sector: a big step forward for the Prancing Horse
In the final sector, the story changes, just like last year, except that the Prancing Horse used to lose ground from this point onwards, while now it gains. If they manage to handle the tire compounds in the race, as it seems possible, an advantage in T3 will be useful for any defensive or attacking maneuvers. Returning to the telemetry, we see that Carlos Sainz delays the braking at turn 10, just as Max Verstappen had done before.
In mid-corner, the three cars have very similar speeds, and the difference between the SF-23 and RB19 is practically negligible or in favor of the Italian car. The cars interpret turn 10 differently, touching the curbs at different points, as can also be seen from the onboard footage. The Prancing Horse does not gain immediately in traction; it takes a few meters for it to happen.
The Ferrari reaches a speed of 330.8 km/h at the braking point of the last chicane, compared to the RB19’s 326 km/h, which we assume to be a bit conservative with the power unit mappings. The Maranello team has put a lot of work into the final chicane, but only in qualifying will we know if this step forward will be confirmed. In 2022, only in this small segment, they were losing 4 tenths, which was the majority of the gap accumulated at the finish line. Currently, we see an SF-23 with the highest mid-corner speeds, although the RB19 still seems more stable over the curbs.
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