The Ferrari SF21 car first showed that the interpretation of the load points of the regulatory restrictions was good. The loss of downforce was handled well and the car improved a lot in its behavior and also regained greater stability under braking.
The interpretation of the car has basically become predictable, therefore even easier to influence the development on the one hand, and on the other hand in the direction of fine-tuning before the weekend that no longer drives the engineers crazy.
If we analyze the qualifying in the desert, we see the ‘673’ single-seater clearly confirming that recovery of power , anticipated before the start of the season, accompanied only minimally by greater efficiency.
If we consider that in Bahrain 10 HP are worth 0 “2s per lap, we are talking about at least 0” 8s (40hp) only for Power Units. The rest is due to the work explained above, combined, in part, also with the loss of performance especially of the W12 which should not be overlooked. In fact, the current reference point is considered Red Bull but we must certainly think that the values above are not yet fully defined.
Of course it is not enough, also because it is clear that the opponents will also improve. But having straightened out the shortcomings sharply, by halving the disadvantage, shows skills that seemed lost and, more importantly for the future, clear ideas.
In the 2020 Formula 1 season, which marked the return to F1 of the Enzo and Dino Ferrari circuit, the SF1000 took 1 ”s in qualifying out of 74” s .
At Maranello they cautiously expect to be in much better shape compared to what has been seen so far from the simulations compared with their rivals.
This is for the newfound power that will allow once again a more centered use of the configuration: last year the usual spoon wing was used on the SF1000 which was a sort of placebo effect for speeds with a quite disastrous effect on the overall compromise because it didn’t allow adequate downforce on the front.
Not only that, also due to the characteristics of the track that could penalize Mclaren and Alpha Tauri slightly more, which opted for greater efficiency to the detriment of efficiency in medium-low speed corners. At the same time we will go to evaluate again who between RedBull and Mercedes will adapt best to changes in direction and inclines, with the Milton Keynes team that our sources define as ‘clear favorites’.
Mercedes will have to continue that work of interpretation to extract everything possible, it will not be easy because Bahrain showed stability difficulties in the W12, partially solved in the race. However, it is an interesting first test, albeit far from being decisive. Certainly if there is one thing that Mercedes has taught us and the opponents it is that we must never underestimate their great resilience.
Ferrari in the first home grand prix will attempt to be closer to the Mercedes area and less to that of the midfield. Climbing 1-2 positions in the hierarchy, overtaking McLaren and trying to leave Alpha Tauri behind. Difficult but not impossible.
In Imola, power matters a little less than in the first race, so we expect to better understand what the SF21 is worth in driving and if, as it seems, the Charles Leclerc and Carlos Sainz can begin to have a more aggressive attitude on this aspect as well.