Ferrari is not bringing any new features to Brazil; the SF-24 is merely adapting to the characteristics of the Interlagos track. This circuit, located near São Paulo, demands medium aerodynamic load, and due to its configuration, which alternates four fast sections with two very slow ones, it does not overlook the need for aerodynamic efficiency alongside downforce.
According to rumors, the Scuderia will debut some updates that have been available since Austin and will be seen in Las Vegas. It was initially suggested that the new floor would appear in Qatar, but it seems more likely that something could debut on the circuit strip in the capital of Nevada.
Following their recent successes in the United States and Mexico, Ferrari hopes to maintain this positive momentum, demonstrating their ability to compete with McLaren. Therefore, the team retains the Austin configuration while making adjustments specific to the Carlos Pace track. The rear wing features a nearly flat main profile with a slight spoon shape in the center, combined with a fairly loaded movable flap, topped by a nolder at the trailing edge.
Additionally, the two side supports of the movable element exhibit considerable surface area, though not fully squared off as seen in Mexico City, where the team had to contend with 30% air density due to the altitude of over 2,200 meters. Overall, for Interlagos, the goal is to find a good compromise: notably, the two-element beam wing utilizes the lower load element that acts as a logical continuation of the rear diffuser, while the upper one has a nearly flat design with a gradual reduction in chord towards the side wall.
The Brazilian track is also not at sea level, as it sits at an altitude of 786 meters and has significant elevation changes with a height difference of 40 meters. However, the lower air density is limited to 17%, so there are no anticipated reliability issues for the mechanics.
The engine cover air outlets return to show only five gills, which are not very open, with the bodywork “megaphone” at the rear being less impactful on aerodynamic efficiency.
At Interlagos, there are three key braking points (Turn 1, 4, and 6), but the brakes are not heavily stressed in other parts of the track, prompting the Scuderia to abandon the 1,150-hole discs seen in Mexico in favor of the more usual 990 holes.
The technicians at Maranello hope they have done their homework well: the proper preparation of the SF-24 is crucial in a weekend featuring the fifth sprint race of the season, with only one practice session preceding the Sprint Qualifying.
Now, let’s analyze the uncertainties: the track has been completely resurfaced with a layer that, to the eye, appears significantly darker than the previous one, which was quite worn. The darker asphalt can attract more heat from the sun’s rays, raising tire temperatures.
This year, Pirelli has taken a risk by bringing the three softest compounds in its range (C3, C4, and C5), and with uncertainty about the actual grip (usually low in Brazil), there are concerns at Maranello that the SF-24 may not adapt well to the soft tires, which are the most challenging for the car. Simulation work has been conducted considering this aspect, which could greatly influence the results in both qualifying sessions, with drivers needing to find the right way to manage tire usage during their qualifying laps to avoid potential overheating or graining.
The track surface is a surprise for everyone: those who can best adapt their car during the first free practice session in Sao Paulo could gain a significant advantage. Ferrari is in the running for the Constructors’ Championship, and the Brazilian GP will determine whether Charles Leclerc and Carlos Sainz can mount a challenge against the Woking team in a championship that has eluded Maranello since 2008.
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