Ferrari, waking up one morning from restless dreams, quickly realized that once again things would not go in the right direction this year. It was February, and the much-touted hyper-uranic speed capabilities, boldly proclaimed by CEO Benedetto Vigna ahead of the official presentation of the SF-23 single-seater, unfortunately remained in the realm of the subconscious mind during sleep. This, in brief, is the sad and mocking account of an unfortunate reality.
And so, there is nothing left but to push forward. But there is a desperate attempt to brighten the dark hues that currently surround the Prancing Horse. The collective effort is evident. It remains to be seen whether it will be sufficient to give meaning to the 2023 racing campaign, a season that is now lost but still important to ensure a worthy and promising future for the Italian side.
From a purely technical standpoint, we have thoroughly analyzed the issues related to the SF-23 car. Specifically, we have focused on an interesting topic concerning the suspension system of the Maranello-based team. We have done so by explaining in writing how Ferrari, among various options, is considering significant modifications.
The role of the damper within the suspension
There are several elements at play, located in various positions, each with different tasks. A first damper, designed to dampen the decompression of the third element, comes into play in the relatively simpler case: when an F1 car is in pure pitch motion.
If, on the other hand, we talk about roll, the suspension rockers will not compress both the third element, which instead will rotate in two opposite directions. In this scenario, this component is not stressed, and in this case, the anti-roll bar comes into play under torsion, as explained by F1 experts Alessandro Arcari and Niccoló Arnerich for FUnoanalisitecnica.
In the previous case, on the other hand, the bar is made to rotate in the same direction from both ends, offering no resistance. When the bar “returns” the stored energy, the elements that dampen the oscillation are the so-called corner dampers, directly attached to the rocker that transmits the rotation to the entire suspension system.
Finally, let’s talk about the most famous suspension elements, namely the torsion bars. These components directly oppose the rotation of the rocker, quantifying the activation it provides to the other present elements.
The preceding paragraphs explain the objectives of a suspension system, capable of harmoniously working all these elements to control every possible movement of the vehicle. Specifically, the various dampers are responsible for dampening the oscillation in order to maximize the tire’s contact patch with the ground.
Show your support for Scuderia Ferrari with official merchandise collection! Click here to enter the F1 online Store and shop securely! And also get your F1 tickets for every race with VIP hospitality and unparalleled insider access. Click here for the best offers to support Charles and Carlos from the track!
One of the main parameters for setting the dampers is the weight of the car, which becomes a variable to consider when the single-seater increases its load by about 100kg at the start of the race. Therefore, the ideal compromise in the stiffness of the various elements is crucial to achieve the desired tire behavior.
Ferrari SF-23 vs Red Bull RB19: Differences between the two suspension technologies
Let’s now delve into what was mentioned in the recent article previously mentioned, regarding the two types of technologies used in Ferrari and Red Bull for damping systems. Obviously, we will never know the specifics in great detail, but we can describe them in their general aspects.
First of all, the Multimac dampers used by Red Bull follow the fluid-filled DSSV (Dynamic Suspension Spool Valve) concept, meaning they are filled with oil. They also have four valves that control the damping at low and high speeds, and depending on the supplier, they can have different compression and decompression characteristics.
In this sense, the historic Ferrari team worked together with the Swedish company Öhlins Racing, which exactly one year ago produced a custom damping system for the F1-75. Alongside this information, what are the substantial differences and respective strengths of both suspension mechanisms?
The DSSV (Dynamic Suspension Spool Valve) technology uses a spool valve, whose main advantage is precise control of the force/velocity curve. Furthermore, and even more importantly, this technology allows for a completely independent setup between compression and decompression.
On the other hand, the DSV (Dual Flow Valve) setup offers the same characteristic for compression and damping, where the damper has three possible paths for the oil flow inside it. Normally, there are two paths: one for fast piston movements and one for slower movements. In addition to these, a third path is added for even higher-speed movements.
Ferrari is working on the damping system to lower the bottom of the SF-23.
The main parameter taken into consideration for damper calibration is the so-called “motion ratio,” which refers to the movement of the rocker on the damper piston. A 1:1 ratio means that the piston follows the exact movement of the tire, while a 0.5:1 ratio means the piston moves only half as much. Since we are talking about the rocker’s movement, the suspension setup also comes into play.
In particular, we are referring to the stiffness of the torsion bars, as this aspect regulates the rocker’s rotation. Normally, in previous years, adjustments were not made to the damping systems, which were calibrated during pre-season tests and only rarely readjusted throughout the season.
However, Ferrari has experimented with different ride heights, significantly affecting the suspension setup, which required adaptation of these elements. The main objective of the red team in the early part of the championship was to use the car at the heights specified by the design. However, as we know, as soon as the car is lowered, bottoming can occur, with the bottom of the car hitting the ground.
With wing cars, very low ride heights are often adopted. This is precisely one of the clear advantages of the RB19, which achieves a highly dynamically stable aerodynamic platform, without compromising the handling of the car. In this sense, the dampers come into play, and the response provided by the damping system carries significant weight, according to FUnoanalisitecnica.
It is precisely in this aspect that some limitations of the SF-23 have emerged in high-speed sections. In Miami, during Q3, Charles Leclerc ended up hitting the wall while trying to replicate Red Bull’s trajectories in the first sector. In fact, the Monegasque driver tried to ride the curbs more, but as soon as the car descended, the oscillation caused a loss of downforce.
In this case, it seems that the energy return phase at high speeds is not at Red Bull’s level. On mixed sections, the story changes, as the red car attacks the curbs more. It is no coincidence that the SF-23 has the highest mechanical grip, a record that will have to be confirmed in Monaco.
The RB19 manages this situation well, and it’s not just about the anti-dive configuration, which Ferrari and Mercedes also partially adopt. The Milton Keynes team indeed adopts a suspension setup that is very rigid in terms of kinematics. Just think about the front end, where they mount a single arm between the two upper triangles. This is one of the factors that make the front really solid.
However, the dynamic department of Red Bull manages the combination of these solutions that inherently stiffen the RB19. This context allows for the use of suspension elements such as torsion bars and softer anti-roll bars, partly explaining the better management of the tires throughout the race.
In Maranello, they are working extensively on the damping system. The objective is to ensure greater stability of the bottom, which will consequently allow the Italian technicians to further lower the car. Specifically, the work includes designing the valves responsible for managing the damping response at high speeds, which is necessary to approach the compromise adopted by the Austrian cars and would bring many benefits for the performance of the SF-23 car.
