Once again Monte Carlo confirms itself as a source of great emotions, albeit of a contrasting nature for the various protagonists who animated the weekend in the Principality. Despite a relatively static race, the 2021 Monaco Grand Prix stood out for a great intensity of events starting from Thursday, culminating in a qualifying as always spectacular due to the uncertainty and handling skills expressed by the drivers. On Sunday, however, Charles Leclerc’s sporting drama was opposed by the first podium of the season for Ferrari, the third place by Lando Norris and the success of Max Verstappen and Red Bull, who both lead the world rankings.
Ferrari, glass half full
The Maranello team is back to savor the palpitations of a Grand Prix experienced at the top of the standings. Carlos Sainz’s podium only partially cancels the bitter disappointment for Charles Leclerc’s failure to start after grabbing pole position, due to the problem that emerged in the left axle shaft during the out lap. Since this is the side of the car opposite to the one that impacted the barriers in qualifying, the Scuderia tehnicians did not rule out that the failure may not actually be related to the accident. On the other hand, it cannot be overlooked that Mattia Binotto later revealed to the British media that the driveshaft had not been changed after the accident. We also have to consider taht at the same time some problems do not emerge until the start-up, which is why, without having for further information about the work done inside the Maranello box, it would be rash to comment on the choices made.
Excluding sporting considerations on what happened in the Monegasque weekend, on the technical level the main verdict is that in Monte Carlo both SF21 cars in qualifying were at the level of Mercedes and Red Bull, which unlike Ferrari were able to fight for pole position with only one car each. In Monaco there were numerous anomalies compared to previous championship events such as the reduced incidence of the power unit factor, the debut of softer compounds, the wider static camber angles recommended by Pirelli and the significantly lower minimum inflation pressures. It therefore appears difficult to attribute the newfound competitiveness of the SF21 to a single variable, although in the post qualifying interview Mattia Binotto expressed his opinion: “The car runs very well at low speed, it has a lot of downforce. It is the most difficult type of cargo to develop and find. Compared to others, we lack medium-high speed, but the car in these conditions and at these speeds behaves well.”
The words of the team principal underline how Ferrari cannot be evaluated simply as a competitive single-seater on high-load tracks, but that the type of downforce required must also be considered, due to the great non-linearity of a science such as aerodynamics. In particular, a distinction must be made between the ability to generate load at high or low speeds, also in relation to drag, a ratio that defines aerodynamic efficiency. The gaps remedied by the SF21 on more traditional tracks are therefore not attributable exclusively to the shortcomings of the power unit, but also to some aerodynamic gaps at medium-high distances, partly due to the failure to convert to the narrow nose philosophy.
However, the maintenance of the front end of the SF1000 allowed the Maranello technicians to invest development tokens to update the gearbox during the winter, a choice which, as recently revealed by David Sanchez, was due to the implications of the regulation work on the rear suspension. Going back to what was previously pointed out, it would be rash to attribute the SF21’s performance in the Principality to suspension updates only, although Montecarlo is a track that rewards the mechanical grip guaranteed by the suspension unit and traction qualities. However, it is important for Ferrari to have found that the changes made during the winter brought the expected benefits.
However, the car for 2022, due to the new regulations, will keep very few solutions of the SF21, but the confidence in the representativeness of the simulation methodologies and tools becomes the most significant signal for the new project, to which is added the new-floor correlation between the data of the track and the wind tunnel feared on several occasions. A further indication of the solidity of the working methods for Ferrari is the fact that it presented itself on such an anomalously competitive track right from the first practice sessions, testifying to the efficiancy of the preparation in the simulator. The work of reviewing the simulation processes has its origins last summer, when Ferrari, long orphaned of updates, on several occasions was seen using sensors of different nature, in particular at the rear.
For the current season, however, it is fair to think that the SF21 will be confirmed on the same levels as Monaco also in Budapest, precisely due to the presence of medium-high speed corners where Mattia Binotto has confirmed that there are still gaps. The trip to Singapore, on the other hand, also appears favourable for the Italian side, but it is an appointment still far away in time and above all subject to cancellation due to the developments of the pandemic.
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