Ferrari: vehicle dynamics department to undergo significant changes. The Ferrari vehicle dynamics department will undergo big changes.

Scuderia Ferrari’s vehicle dynamics department continues to work. It did so yesterday on the SF-23 with Robert Shwartzman at the wheel. The “tire” mystery for the red car can be described as a dark evil it can’t seem to shake off. We’re talking about years, many years, where beyond the mere competitiveness of the available means, Italian cars always struggle to manage their tires.

Considering the last race in the Middle East, we can highlight a fact. It’s not realistic at all to claim that at Yas Marina, the Prancing Horse managed its tires better than usual. On the contrary, to understand this, you just need to listen to the team radio on board the Maranello cars during the race. Throughout various stints, many “orders” were given not to stress the tires, both in traction and mid-corner.

Charles Leclerc, on the first run with mediums, certainly showed good pace. However, the need to “take care of” the tires appeared repeatedly, while Verstappen could “play” with his pace, keeping 2 or 3 tenths per lap in his pocket, which, if necessary, could be used at his discretion. For Carlos Sainz, despite using the Hards from the start, tire attention was even higher.

Ferrari: The vehicle dynamics department will undergo substantial changes

The Ferrari SF-23 had several positive characteristics. For example, excellent longitudinal grip thanks to traction out of slow corners. Even in guided sections at low speeds, the red car always performed decently. Regarding the power unit, having closed a small gap concerning the hybrid system’s efficiency at the 066/10 level, it gave all engines in the lot a hard time, thanks to its ability to unleash a truly significant nominal endothermic power.

We know the flaws. We’ve talked about them all year. Undoubtedly, one of the biggest issues with the 2024 car concerned performance in high-speed cornering. In this respect, a certain lack of downforce was present, as the SF-23 was never able to express the same levels of downforce as the RB19. Moreover, in load transfer phases, the braking setup created several headaches for Ferrari.

Regarding the suspensions, we must emphasize that the rear suspension of the Ferrari, a “arrow” scheme also copied in its kinematics by Red Bull, was capable of providing very high performance during acceleration phases. We’re talking about superb mechanical grip, probably better than what the Austrian car offered. Meanwhile, the front suspension complicated the dynamic management of the car. Let’s summarize briefly.

Since the pre-season tests, we noticed that the camber recovery of the SF-23 was lower than that of competitors. We’re talking about the ability of the suspension system to maintain the stable static inclination of the wheel. The lesser camber gain could be observed with the naked eye, noting how the triangles were almost parallel to each other. Also, the length of the arms showed an almost identical measure.

This setting, in general, on an F1 car gives rise to undoubtedly more complex dynamic administration. An element that, in the final analysis, partly explains the suffering in this championship by the SF-23. A more conspicuous camber recovery, in fact, complicates tire management. The front kinematics did not render enough, not ensuring proper aero-mechanical interaction.

Correcting this aspect improves the vortex structure, extends the larger setup window, and automatically allows the use of reduced ride heights, which, as we know, provide higher downforce in current ground-effect cars. All of this is connected to the work of the duo bottom-diffuser, which, if capable of generating superior vertical lift, significantly aids tire management during a long run.

To summarize, we can say that the “weakness” of the front end has certainly affected tire management, although the blame cannot be solely attributed to this aspect. For this reason, according to information gathered by the editorial team of Formula Uno Analisi Tecnica, one of the prerogatives that Project 676 entails, or better said, has placed at the center of the issue, concerns tire management.

Changes are underway in the work methodology, and at the same time, fresh minds are coming in, engineers specialized in the field, not tainted by the poor results of the past. A sort of injection of “technical confidence” that, in addition to bringing a baggage of much more factual and useful knowledge to the cause, will reflectively erase the passive attitude regarding this great unknown of the historic Scuderia Ferrari: the tire.

Source: Alessandro Arcari for Formula Uno Analisi Tecnica