Scuderia Ferrari cannot take a summer break this year. Work is calling, and the Maranello team is determined to use this summer break, within the limits of the regulations, to get ahead on various issues they have encountered. These days, there will be many meetings at Via Abetone Inferiore 4 in Maranello. In addition to the regular discussions about the present and analyzing the results of the recent Belgian Grand Prix, which was held last weekend at the Spa-Francorchamps circuit, part of the company’s top management has gathered to begin making decisions for the short and long term.
Even though there are still 10 championship races to go, the 2024 car is already in an advanced stage of design. A major question mark on which a large group of engineers has been tirelessly working for months. According to information gathered by the editorial staff of FUnoanalisitecnica, the recent meeting aimed to resolve some uncertainties. After all, it’s a well-known fact that getting aerodynamicists, chassis engineers, and the dynamic department to agree to the same direction is never an easy task. It’s a longstanding debate in Formula 1.
Achieving perfection in terms of car design is quite challenging in the pinnacle of motorsport. However, at the beginning of the new regulations era, the Prancing Horse had succeeded and, until proven otherwise, quite brilliantly. Their unique approach provided several advantages over other teams. The F1-75 car, despite some efficiency deficit compared to Red Bull, excelled in traction and speed, becoming potent weapons. It was heavy artillery that allowed the red car to compete with and beat the RB18.
But in the 2022 Formula One championship, many things went wrong. Apart from poor reliability, strategic errors, and uncertainties from the drivers, the ability to update the car, enhancing its strengths while addressing its weaknesses, was absent. Red Bull, on the other hand, managed to achieve what had always been longed for but never attained by Ferrari. Then we all know how it ended: the infamous TD039 was introduced to regulate ride heights, a move that crushed the success prospects of the F1-75.
Ferrari: Further updates on the SF-23 under consideration
From this reasoning arise Enrico Cardile‘s complaints, the driving force in the strategic meetings of this important week. Let’s take a look at the past before continuing. The Italian engineer has explored different solutions presented at the Spanish Grand Prix. However, we must clarify one thing: the package of updates presented in Spain does not copy Red Bull’s concepts. The different position of the side impact structure compared to the RB19 would not have allowed it without meeting the strict tests imposed by the FIA.
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A Side Impact Structure (SIS) that, when compared to its competitors, is positioned higher, effectively affecting the frontal structure that engineers use to increase the local static pressure near the cockpit, with the aim of generating a superior outwash effect. This “prerogative” more efficiently manages the turbulence generated by the front tire and, in turn, aids the performance of the initial portion of the underbody.
The side pods have been tapered to provide a better flow circumnavigation, with the “vertical duct” intake unchanged, responsible for removing the low-energy boundary layer that flows in contact with the chassis. Slimmer side pods allow for a more direct flow passage, less disturbed in its path towards the rear. The downwash concept helps increase the airflow feeding the diffuser in its upper area and, at the same time, improves the quality of the flows circulating between the rear tire shoulder and the side of the diffuser.
The brief technical summary gives rise to a specific question. What has changed positively with the aforementioned modifications? In terms of performance, not much. We are talking about a marginal performance gain, on the order of a couple of tenths. In theory, besides reducing lap times, the “half-tank” solution was supposed to eliminate loss of downforce at certain speeds, provide stability to the car, and consequently widen the setup window. Moreover, the updates were meant to balance the performance deficit between qualifying and race.
To some extent, things have improved. We cannot deny that. However, in different circumstances, the mentioned issues still arise. This is why Enrico Cardile has decided to further intervene on the SF-23 in the coming months. The objective, as previously explained, is to carry out as many track tests as possible to collect effective data that can clarify certain factors for 2024.
According to what has been learned by the Italian website FUnoanalisitecnica from their sources, although the upcoming updates will not be too invasive, they involve important refinements along the lines of Red Bull’s approach. Among the planned targets, one in particular deserves a special mention. It consists of finally addressing a factor that is “driving the dynamic department of Ferrari crazy”: finding rear grip, increasing the car’s downforce, and simultaneously gaining some points of aerodynamic efficiency.
Source: FUnoanalisitecnica
