Las Vegas FP2 Performance Analysis: rear graining for Ferrari SF-23, but optimized ride height

Ferrari, like the rest of the teams, encountered a very green track in Las Vegas, making the evolution of the asphalt crucial. This complicates matters as each team must build a setup with future conditions in mind, without radically changing the configuration based on current track conditions. Temperature management for the tires was challenging, but less difficult than anticipated.

Specifically regarding the car’s behavior, the Ferrari SF-23 adapted well. Yesterday, we analyzed the decision to use a specific setup at the rear (Monza wing but different configuration), an aerodynamic package that suits the car’s characteristics, preserving the front. During FP2, Ferrari faced graining at the rear.

This issue was due to a slightly light rear end. That’s why the Maranello technicians decided during the practice session to slightly shift the mechanical balance towards the rear. The red car essentially has two characteristics that fit well on this track: excellent top speeds and a potentially stable rear during traction.

The two Ferrari drivers did not report specific problems, and consequently, the adjustments made to the SF-23 were refinements to optimize performance. Of course, everything must be optimized by finding a good mechanical balance between the two axes, not compromising the front too much, but from that perspective, they seem to have done an excellent job so far. Overall, we saw a lot of work from everyone on ride heights. The track does not have characteristic bumps, and there are no limiting irregularities. In the pursuit of efficiency, getting the bottom to work optimally is essential to benefit from ‘clean’ downforce.

Also, the average speeds are not high, so Ferrari should have no problem bringing the car closer to the ground. Remember that, often due to suspension kinematics, the SF-23 tended to have a few millimeters more lateral travel during roll, seen in Australia. Here, there are very few high-speed corners, only turn 3, so the limiting factor for lowering the bottom mainly comes from braking.

Regarding tires, there were no significant problems, and there was not much discussion, unlike other teams, about the tire warm-up strategy. Ferrari could activate the front axle without too many problems, also because the red car generally imposes a higher average load than other cars. Red Bull, on the other hand, worked more on this aspect and struggled more to bring the front axle up to temperature.

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Nothing new, as we recall that even in Australia, the RB19 had suffered similar headaches with the front end, producing many lock-ups. The front suspension adopted by the Austrian cars imposes less load transfer to the front, making it more difficult to “warm up” the front end, leading to graining. Red Bull, therefore, shifted the balance towards the rear to find more grip and eliminate an unusual understeer.

GP Las Vegas 2023/Performance Analysis: Ferrari SF-23 not perfect in S3

On a more qualitative level than seen today, we can easily observe that Charles Leclerc was able to optimize his lap, marking the best intermediate time only in the central sector. In T1, the Monegasque was in line with the Aston Martin of Spaniard Fernando Alonso, capable of generating a very good level of traction.

Max Verstappen is behind Fernando Alonso and the two Ferraris in S1, while in the central sector, the Spanish driver of the English team remains two-tenths behind the number 1 RB19. In the last part of the track, Ferrari will have to seek more performance tomorrow, as this is where it loses the most, being slower than Mercedes, a McLaren, and even an Alfa Romeo.

This section, however, is challenging to interpret even for Verstappen, who is under 5 tenths behind Alonso’s best performance. Fernando is so far ahead in the standings precisely because he managed to build T3 well, unlike Ferrari and Red Bull. In fact, in the third sector, there is a significant reversal of performance, partly due to the presence of the very long straight.

Today’s strengths are therefore those highlighted above. With Leclerc leading the group, followed by Alonso at almost four-tenths ‘real.’ Carlos Sainz, officially classified in second place, loses one in the ideal ranking, obtained by summing the best times per driver. Then follow the two Red Bulls, which currently stand at 8 tenths in terms of qualifying pace.

The first Mercedes follows, that of Hamilton, more than 1 second behind. The two McLarens are very delayed, unable to find grip with the lighter wing. Quite strange since they have a well-functioning floor-diffuser group. However, we know that the MCL60 still tends to struggle in traction. They have tried various setup tests by varying ride heights, to which the cars appear very sensitive.

GP Las Vegas 2023/High-Fuel Analysis: Ferrari SF-23 not far from Red Bull

Let’s talk now about simulations over the long distance. Most teams focused the bulk of the work on the Medium tire, considering it might have the best behavior. Many, however, then did a shorter stint to try the Soft, like Mercedes and Norris. Quantitatively analyzing the stints, we see that Verstappen is back at the top of the leaderboard, probably also thanks to a car that ‘slides’ less, having more downforce than Ferraris.

Charles Leclerc and Carlos Sainz, however, are not far behind, quite the opposite. On the yellow tire, the red one seems to work well over the long distance, and the gap settles at around 2 tenths per lap. Then comes Hamilton’s Mercedes, which, as we will see later, has managed to be very consistent in lap times unlike others. Then follows Alonso’s Aston Martin, almost 1 second behind the fastest Ferrari. McLaren confirms itself as very delayed even in the race pace.

Looking at the evolution of lap times to have a clearer and more in-depth picture, we see that in the first laps, all drivers fail to activate the compound immediately, so the times improve lap by lap. Sainz towards the end of the stint managed to be faster than Verstappen, starting with a higher attack time, however. Charles had one of the longest stints, along with Hamilton.

The British driver from Mercedes, however, progressively worsened his times, managing to have good consistency in the middle portion of the stint. The German team needs to work on how the tire is used and how it is activated in the early laps. It is possible that they have adopted higher camber and convergence angles to be able to warm up the compound more quickly, especially on the dry lap. Alonso’s times with the car loaded with fuel are decidedly higher, unable to lower the times even after several laps.”

Source: Alessandro Arcari for Formula Uno Analisi Tecnica