After the traditional Easter break, Formula 1 restarts in an unprecedented way from the Japanese GP. For the first time in history, the GP will take place in April; in Suzuka, it has always been held between late September and November.
Suzuka is one of the last “classic” circuits on the calendar, the only one characterized by a figure-eight configuration, and it tests the talent of every driver and the handling properties of the cars. It features 18 corners, some of which, like the Spoon, the 130R, and the uphill combination between turns 2 and 7 also known as the “Suzuka Snake,” are among the most famous on the Formula 1 calendar.
Finding the right setup is crucial because the track puts a strain on the tires both in terms of wear, due to the high levels of roughness and abrasiveness of the asphalt, and through the forces and loads they are subjected to during the variety of corners that make up the lap. However, it is not very demanding on the brakes. On a scale from 1 to 5, it has earned a difficulty index of 1 despite the presence of 10 braking points per lap, in which deceleration is less than 60 km/h and braking lasts less than a second. There are only 2 high category braking points.
Here, teams must find the right compromise between ride height and downforce, similar to what happens at Spa due to its elevation changes and an asphalt surface that is not always perfectly smooth. The downforce lost by raising the car from the ground needs to be compensated for with the wings, which will therefore be more loaded compared to previous events.
As punctual as always, the images from the circuit’s reporters arrive, among them the very skilled Spanish journalist Albert Fabrega, capable of identifying details that reveal the strengths and weaknesses of the various cars.
The first analysis is always dedicated to the comparison of the rear wings. Surprisingly, Red Bull’s wing is “lean.” Usually, the reigning world champion team is among those choosing setups with more load on the rear, still being able to rely on great aerodynamic efficiency. However, we know that the RB20 manages to find a lot of load from the floor and is the car least subject to compromises when it comes to ride height.
Ferrari is also among the cars with less load on the rear, but this year in Maranello, they are working a lot with the load produced by the beam wing, which returns here with a double profile.
Aston Martin brings an important aerodynamic update to Japan with slimmer sidepods at the front and another ramp for the flows passing over the car. We can also notice changes to the floor’s “curb,” devoid of one of the many vortex generators that seal the flows, probably the result of the compromise that does not allow the cars to travel too low to the ground here at Suzuka.
Another detail on the floor’s edge on the AMR23, further reinforcement to the flow in the main channel under the sidepods.
First images also of the innovations introduced by Red Bull. A second circular-shaped inlet is noticed just below the halo. It is difficult to understand how far back the duct goes, but it does not seem to have a bypass geometry like the one chosen by Ferrari on the SF-24 to try to influence the flow in this area. Considering that the slots on the engine cover have also been closed, it is more likely that this inlet has the primary function of heat dissipation.
Other innovations announced on the RB20 concern a new floor as part of a “package” that drivers and technicians have expressed some enthusiasm for.
No significant updates on the Mercedes W15. The too fluctuating behavior of the car in terms of performance requires the collection of more data before intervening with updates.
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