Less rear downforce to help Ferrari SF-23, special focus on ride height

Ferrari needs to put the past weekend behind as quickly as possible. A three-day period where things, once again, did not go at all in the right direction. Conceptual errors in the basic aerodynamic setup, inability to react to the situation, strategic mistakes, and in general, the usual confusion that effectively worsens an already quite complicated situation. A harsh awakening after the signs of recovery shown at Spa-Francorchamps.

Fortunately, the hectic 2023 calendar allows for a quick turnaround. Monza, the legendary circuit nestled within a park. The temple of speed where the Prancing Horse will strive to give its best effort to provide emotions to its fans who, despite everything, as always, will flock en masse to support their favorites.

The Italian national racetrack possesses unique characteristics, offering the highest average speeds per lap. Examining the layout, we note the three extremely long straights where DRS can be utilized. Simultaneously, various types of curves with speeds exceeding 200 km/h are present. The only first two chicanes are taken at speeds below 150 km/h. The current single-seaters will be at full throttle for over 70% of the lap.

Italian GP 2023/Preview Ferrari SF-23: Compromise between Load and Top Speed
It’s evident that the challenge in terms of tailored setups, starting from aerodynamics, will be truly important. In this sense, the common trend will be to unload the car as much as possible to benefit from higher top speeds. However, other crucial factors exist. For instance, the many hard braking points and the need to generate a substantial amount of grip during acceleration.

As previously mentioned, the key to a setup that yields good lap times is “simple”: the ability to reduce wing incidence while maintaining a stable rear. In this delicate operation, it will be necessary to avoid compromising corner entry, in order to minimize subsequent sliding during corners that would be detrimental to lap times and tire management. The much-discussed aero-mechanical compromise, therefore, must also exist at Monza.

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In other words, the goal is to reach the optimal working point between grip and top speed. Some cars will again have an advantage in finding the right balance. The more efficient cars will be able to adopt configurations with more downforce, enjoying good top speeds nonetheless. Furthermore, the car’s floor will also play a key role. The downforce generated by the underfloor-diffuser package can be called “clean,” as the resistance generated is lower compared to the incidence of the wings.

On the other hand, we must consider another suspension-related aspect. The lower load level installed will give the mechanical grip a higher weight, with the suspension elements having relatively lower stiffness. However, this factor entails greater movement of the aerodynamic platform (roll) and, as a consequence, a less stable load at various speeds.

Just like with the other elements contributing to optimization, from this mere perspective, the various teams will have to find their way. The target, based on each car’s characteristics, is to understand and then embrace the correct aerodynamic direction that directly affects the vehicle’s mechanics and dynamics.

Ferrari SF-23: Technical Assessment to Maximize the Characteristics of the Red Car
Although the RB19 has a high degree of efficiency, it still possesses a front end that can challenge the rear under certain conditions. Red Bull throughout the season gradually understood how to “address” this aspect, but it will be interesting to see what aerodynamic choices they will make for the Italian event. Last year, they adopted a medium downforce wing, losing in terms of top speed comparison with the red car. Nevertheless, the RB18 tended to recover during entry and through corners thanks to a more stable rear.

Regarding Ferrari, we know that within the Racing Division, there are high expectations for this weekend. This is because the lesser load that will be installed at the rear will help achieve a better balance with the front, an aspect completely missed in the Netherlands. As we analyzed for Zandvoort, overloading the rear is disadvantageous for the red car, as all the weaknesses of the front axle emerge. This reason explains why on some high-load tracks, the SF-23 has been unable to find the correct balance.

Obviously, this factor is nothing more than a consequence of larger problems. Without delving into detail, we are talking about a center of pressure that is too far back and a front suspension with excessively stiff mechanisms. Moreover, it will be interesting to see what ride height Ferrari will be able to use. The floor at this track is a useful weapon, but the red car, like other cars, in certain situations cannot afford to lower the car too much.

Beyond a certain threshold, in fact, the imperfect vortical structure of the SF-23 gives rise to the tedious bouncing effect, an aspect that never presents itself in the very stable Red Bull. Precisely for this reason, since the start of the 2023 competitive campaign, Red Bull can adopt ride heights that are more beneficial to the cause, contrary to Ferrari, enjoying all the advantages that follow.

At the moment, Mercedes is the third most aerodynamically efficient car. Therefore, they might compete with McLaren, whose weak point is precisely higher resistance to forward motion. The Woking team will unload the car more, relying on the load generated by the floor. Their work to ensure sufficient mechanical grip won’t be easy. However, the rear of the MCL23 is quite stable, a point to exploit for extracting a lot of performance, an aspect where the W14 is still lagging behind.

Regarding tires, for this fourteenth world championship round, Pirelli will bring the C3, C4, and C5 compounds, which are harder and work within a wider working range. Keeping in mind the different high-speed sections of Monza, the front axle tends to cool down. This matter will necessarily need to be carefully addressed, to keep the front within the correct operating window.

During the 2022 championship, the F1-75 secured the pole with Charles Leclerc for this reason, thanks to the excellent management of “front-end” temperatures. Considering the characteristics of the SF-23, it won’t be easy to replicate, considering that from Spain onwards, the red car manages its tires differently with a relatively narrow operating window. Despite Ferrari experimenting extensively in this area, we continue to see a red car that is quite sensitive to track temperatures, even in qualifying.

Source: Alessandro Arcari and Niccoló Arnerich for FUnoanalisitecnica