Ferrari concludes the first day in Japan with positive feelings. Despite the high-speed corners in the T1 section remaining somewhat challenging for the SF-23, the overall performance is satisfying for the Maranello team. The new version of the updated floor seems to be working, although it’s still early to understand the advantages it has brought. Validating such a significant component for the current ground-effect cars takes time.
For the rest, it can be said that the gap to Red Bull on a push lap is evident. The delta is gained in the first sector, precisely where the aforementioned type of curves is present. The approach to the weekend is still good, even though the red car did not show the same stability as in Singapore. But the goal, as we know, was to solidify the position of the second force behind the Milton Keynes team, a goal that currently seems to be on track.
Let’s start with Red Bull, because based on what was seen on the track today, the RB19 has returned to being the car we know on a track that suits it perfectly. As we strongly argued during the Singapore Grand Prix, the TD018 directive had absolutely no influence on the field. This directive is related to aerodynamic efficiency and, in that case, it should have affected cars with a higher coefficient of penetration, such as Mercedes or McLaren.
During the second practice session, the Austrian team tested the floor that they had already brought to Singapore and then discarded for the race due to the setup problems the team faced during the weekend. The specification differs from the previous one due to the modified vortex, placed in the central portion of the cutting edge.
Therefore, the RB19 confirms a high level of efficiency, which facilitates the search for the optimal setup and allows for the adoption of a generally higher load package, with a rear wing featuring a more pronounced main plane. As we can see from the following graph that highlights maximum and minimum speeds, the blue racing car is on par in terms of top speed with the Ferrari.
At low speeds, however, we clearly notice that both Ferrari cars from Maranello are slightly slower. Later on, we’ll see that the average low-speed data favors the Modena-based team, as they perform better where mechanical grip is more critical.
Overall, the car is balanced, even though ride heights may be further reduced tomorrow. The rear end is significantly more stable than in Singapore, and the front end remains a strong point for the car that has dominated this season. As for Ferrari, the car seems to have adapted well to the Suzuka track, considering that it was expected to be downgraded to the fourth force, even behind Mercedes and McLaren.
In this sense, aerodynamic efficiency plays an important role. In fact, we can see from the graph below that the SF-23 and RB19 are at the same level in terms of managing drag, even though the red car uses a slightly smaller frontal area for the rear wing. Mercedes and Aston Martin have the same load level, while McLaren, as often happens, is significantly less efficient.
Between the first and second practice sessions, Ferrari continued to refine the setup, especially focusing on improving the first sector. The balance, in general, seems correct when observing the onboard footage. However, it lacks minimum speed at mid-corner.
As always, we notice a certain weakness in the SF-23 regarding the handling of high-speed, wide-radius curves. Between FP1 and FP2, the sports management technicians made adjustments to the front third element to further lower the car.
The SF-23 produces sparks in three parts of the track: on the main straight, on the straight leading to the 130R, and in the phase of going through and exiting the latter. Unlike other cars that don’t touch the asphalt in this part of the track. This means that Ferrari has reduced the ride heights without excessive bouncing and, most importantly, without wearing out the wooden plank.
Mercedes and McLaren seem to use a ride height a few millimeters higher. The goal for the red car, of course, is to closely follow Red Bull in this type of curve but still be ahead of Mercedes and McLaren.
Average speed per type of corner – FP2 – Japanese GP 2023
Let’s analyze the table above, which shows average speeds for each type of corner. At high speeds, Verstappen manages to have an average speed about 10 km/h higher than Charles Leclerc and Carlos Sainz. The comparison is still disappointing compared to the RB19, but if we look at the data for Norris and Russell, we see that the red car is almost at the same level. This is despite the fact that we should highlight how Mercedes has suffered from balance issues and a general lack of grip. Andrew Shovlin has indicated that they will focus on improving the performance in the first sector tomorrow to make the W14 more competitive, especially in high-speed corners.
In terms of macro sectors, we notice that Charles Leclerc is very fast in the middle sector, where we also find the slow-speed hairpin where good traction on exit is crucial. In T3, the two cars are on par, with Ferrari gaining in minimum speed and traction on exit from the final chicane compared to Red Bull. The performance is, in fact, limited by the third sector, where there is probably little to be done, as otherwise, it would risk negatively impacting lap times in other parts of the track while trying to improve.
Source: FUnoanalisitecnica
Therefore, Ferrari will need to confirm tomorrow in FP3, but at the moment, we can consider the work done to improve the aero-mechanical interaction and use lower ride heights as ‘good,’ thanks to the excellent level of efficiency, a job that had already started with the F1-75.
Japanese GP 2023/Race Pace: Ferrari SF-23 the Second Force at Suzuka
Regarding race pace, most teams tested Soft and Medium tires. The yellow and white banded Pirellis have a smaller delta in terms of pure performance, while there is a considerably larger gap between Soft and Medium. Ferrari exclusively tried the medium tire to simulate the long-distance run.
The Suzuka track is highly abrasive, and thermal degradation puts tire management to the test. The multiple high-speed, wide-radius corners make temperature management difficult, and staying within the expected working range becomes very challenging.
Race pace simulations – FP2 – Japanese GP 2023. Source: FUnoanalisitecnica
In terms of numbers, Max Verstappen dominates, even though he uses the specific Pirelli C2 prototype for 2024. They are probably not trying to hide it; instead, they are aiming to understand a tire that they should deal with next season. It’s a cunning move not to be underestimated. In second place, tied, Charles Leclerc and Norris. However, McLaren conducts its simulation on the red tire, which should provide a significant advantage, especially in such a short stint.
We can, therefore, define Ferrari as the sole second force in terms of race pace, even if the data says otherwise. Mercedes, which ran on Soft tires, seems more detached. But as mentioned earlier, tomorrow they should present themselves on the track with a different setup that will improve their performance.
Source: Alessandro Arcari and Niccoló Arnerich for FUnoanalisitecnica
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