The Ferrari SF-23 is not very kind on the tires. A clear, undeniable fact that emerged from the first competitive weekend of the 2023 Formula 1 championship. A disappointing test, that of the Maranello team, if put in relation to the objectives set ahead of the season. The desire to recover is there, the possibilities as well. According to the information reported by the editorial staff of funoanalisitecnica.com, an in-depth study of the data is underway, which is necessary to change a direction that, on a factual level, has only produced great disappointments.
The Ferrari Racing Division has realized that having a balanced car after all does not mean knowing how to best manage the compounds. On the contrary, although the handling offered a good performance in qualifying, it totally destroyed any competitive ambitions over the various stints in the race. As a result, let’s try to take a step back on what happened, analyzing the numbers to provide the appropriate indications for understanding the reasons that led to the disastrous results in the season-opener at the Bahrain International Circuit.
Below we examine a graph produced by the funoanalisitecnica.com editorial staff. The image refers to the first stint of the race and compares different drivers. The data puts Charles Leclerc, Max Verstappen, Carlos Sainz and Fernando Alonso on the same level as all four competed in the first part of the race with the same compounds.
Ferrari SF-23: aggressive tire management
In the analysis proposed below, the weight factor that lightens the F1 cars through the passing of the sessions in terms of fuel consumption was voluntarily not evaluated. The result is an interesting coefficient, a good indicator of tire wear: what can be defined as the “physical consumption” of the tyre.
We immediately see that the Spaniard from Ferrari, trying to push during the first laps of the race, practically destroyed his tyres. This element seriously compromised the first stint. Therefore, as the analysis carried out last Sunday had already revealed, the two Ferrari drivers could not ask too much of the car which, in purely performance terms over a single lap, could have undoubtedly expressed a higher potential.
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Taking the Ferrari SF-23 to the limit, we noticed how the rear tends to degrade a lot with the passing of the laps. The reason is easily explained, and it already emerged clearly during Friday’s free practice: overheating.
The two “Carlos” were forced to maintain a very large degree of tire management compared to their rivals. This measure calls for an almost obsessive attention to the operating temperatures of both axles, especially when running in the critical points of the track concerning the greatest lateral forces.
In this sense, the Spanish driver, through a lucid analysis upstream of the race, evaluates an aspect that could undoubtedly positively affect the future in the very short term. The former McLaren driver is convinced of one fact: despite the negative repercussions regarding the unsuitable set-up, the Jeddah track should enhance the characteristics of the Ferrari SF-23 car. Jeddah, in this sense, offers different characteristics that do not limit the rear and according to Carlos should greatly favor the Ferrari SF-23.
Ferrari “ignored” downforce simulations
Let’s now continue with the evaluation taking into consideration the administration of the tires referring to the new Pirelli white band construction: the Hards. The detected degradation seems to have a rather different control when compared to that of the Softs. Nonetheless, we must note the huge gap corresponding to the pace maintained by Fernando Alonso’s Aston Martin AMR23, the true surprise of the season.
Reflecting on the reasons for Ferrari’s high tyre degradation as compared to the softs is not easy. Nor is it questioning whether the Prancing Horse technicians may be able to correct this behavior in a fairly short period. Let’s make one circumstance clear right away: in Bahrain, Ferrari chose to use its own simulations with a slightly less loaded wing than the optimal downforce expected.
This context, obviously, has generated a deficit for the Italian car in wide-ranging corners and in those in support, where the tire temperatures rise significantly. Configuring a set-up with less downforce than required means taking into account a car prone to “slipping” on the rear axle.
The “intended” perspective implies thermal work of the rear-end covers in addition to the correct operating window. Exceeding the permitted temperature threshold means underperforming. The outcome of this condition is the direct result of the final lap time results. The loss of performance in these situations generates a drop in pace of several tenths for each session.
Then there is another crucial aspect that we must necessarily evaluate: aerodynamic bouncing. Mechanically speaking, an inadequate setting greatly affects the behavior of a Formula 1 single-seater. Through the on board we noticed further elements of analysis in relation to the mechanical choices adopted. During the night between Friday and Saturday a pending correction was prepared. Different ground clearances to maximize the high ride.
If from this point of view the adjustment has borne fruit, compared to the racing configuration it has had a negative impact: Carlos Sainz, on more than one occasion, mentioned the triggering of porpoising in some areas of the track. The complaints via radio towards Adami, his track engineer, were certainly not lacking.
The Spaniard was somewhat surprised by this fact like the Italian pit wall which, at the time, was unable to provide plausible reasons for what was happening. This situation confirms a fact: Ferrari didn’t consider that a more aggressive set-up could trigger further problems.
Frederic Vasseur pointed the finger at the setup which, as we have underlined, undoubtedly jeopardized the performance of the SF-23 car. However, an additional element emerges from the information gathered by Formula One Technical Analysis: the Ferrari SF-23, considering the various extenuating circumstances mentioned in the article, suffers from an innate “further evil”: lack of rhythm produced by the imperfect flow management on the car body.
For this reason, the acceleration on the operational level regarding updates is underway. These are “small” aerodynamic corrections that will allow Ferrari to extrapolate the still unexpressed capabilities of the red car. In this regard, there is a cautious optimism regarding the problems identified, clearly discarding difficulties related to the good design on the philosophy adopted.
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