With a list of test times so short (24 hours only, 3 days), the shortest not only in Checo Perez’s career but in F1 history, on this occasion they are more difficult than ever to decipher.
As we explained yesterday, we must bear in mind that there is a very important delta in relation to the conditions of the Sakhir track depending on the time of the various runs.
It is true, as Gunther Steiner told the media, that the engineers and more or less all the teams were happy to have done them in Bahrain, simply because in March there is good weather and temperature stability compared to Barcelona.
The programme was very intense and condensed for those who were able to run without major problems.
These three days brought technicians and observers fewer answers than hoped for; clearly Mercedes’ difficulties should not be overestimated because the technical power of the team in black, especially ‘at home’, does not need to be explained.
Having said that, however, there is a new fact that could have its weight, at least at the start of the season. In previous years we have seen a methodical, manic progression in their performance day after day. To the point of finding a way to ‘switch on’ the car, in some cases even suddenly. In the second week of testing, updates were always forthcoming, always resolving problems that positively changed the car’s behaviour.
The other characteristic is the number of kilometres covered, where the Brackley team has always been unapproachable.
Not this time, we have seen two pillars fail. The cause may have been the short time available this year, combined with the gearbox problem that cost Bottas a full session. It’s clear that it can’t be considered satisfactory preparation given the strong showing of strength by RedBull and Alpha Tauri. The little sister from Faenza shows that Honda, although at the end of its cycle before handing over its competences to Milton Keynes, seems to have done its own and very seriously.
Hamilton, despite the unexpected discomfort, declared himself confident because ‘it’s better to have the problems now than during the season’ but that he would have preferred ‘there to be more testing days’.
It is true, on the other hand, these are unusual phrases for the world champion, concerns would seem to exist in relation to such unstable behaviour of the W12. A hypothesis about this cannot be made entirely reliably, but the engineers have all but veiledly denounced a kind of hypersensitivity. However, we must bear in mind that even where certain macro areas of the single-seater have not changed, variables have come into play, some of which, like the tyres, are not so welcome by Lewis or the engineers.
Not to mention the DAS ban.
To add to this discourse, Aston Martin, a very close relative, with which Mercedes shares decisive components – such as the 2020 gearbox – for the general smooth running.
Both cars only ran just over 300 laps each, a pittance that will now have to be compensated for at the factory.
The problem is that, while the technical department led by James Allison has enormous resources (not so much money as manpower and tools), for the green team at Silverstone the matter is more complicated. The fact that although they resemble each other in appearance and philosophy, each team interprets its own solutions should not deceive us. The example of the not-so-similar front wing, which conveys flows differently between the W12 and the AMR21, is proof of this.
Who’s behind it?
The 2020s, net of an unputdownable Ferrari, showed that middle group becoming very tight. Small alternations in a range of a few hundredths. Mclaren, Ferrari, Renault now Alpine and Alpha Tauri.
In this range, the Woking papayas seem to have, at least at a very early stage, a very good car with some brilliant ideas and a better engine. James Key said he was pleased with what he had gathered and the support he received from Brixton.
Alpine seemed slightly more conservative, but that doesn’t mean they could be any less effective with Alonso and Ocon.
The Ferrari SF21? “It’s got a whole other speed”, a source opposed to Maranello told us. At the moment, however, Ferrari are being very coy and cautious, which goes some way to demonstrating that they are looking for certainties that they feel are within reach but obviously not yet complete. Binotto said he was satisfied and still optimistic, and added that “straight-line speed is no longer a disadvantage”.
We saw the SF21 with a wing configuration much closer to the SF90 than the more unloaded and disturbing – for a track like Sakhir – SF1000 of three months ago.
According to Formu1a.uno, the power gain would be in excess of 40bhp, reliability (which is the main concern) permitting.
This would be important news for the Rossa’s aims, which are somewhat more optimistic than stated.
Good news that is reflected in no small measure for customers.
Both Alfa and Haas declared themselves more than satisfied with the recovery in performance coming from the power unit. Hinwill’s team was able to do a great job with the C41. Raikkonen and Giovinazzi made no secret of their satisfaction.
Stating with Kimi that “the car is better than last year”, despite the new regulations. With Antonio confirming that he really felt at ease. The mileage covered was excellent.
For Haas, on the other hand, good mileage work (393 laps), but bearing in mind that we’ll have to wait for the first races when concrete updates arrive on a car still derived from the SF90. Updates for Mick Schumacher and Nikita Mazepin that will concern: front and rear wings, a new underbody with its deflectors and some solutions to increase rear load.
Speaking of which, we can say with certainty that a little of all the teams, starting with Mercedes (a little less so RedBull), have suffered from an expected and insistent understeer, linked however not only to the revised Pirelli specifications that we talked a lot about in the winter.
More generally, they have been forced to do a lot of work on testing the set-up, but with far too little time to optimise it.
At the moment it seems to be a situation that I would call transitional and that could last two or three races.
On Friday 26 March, again in Bahrain, we will be back on track with many uncertainties and only two hours of track time to dispel as many of them as possible.
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