Understanding Ferrari’s struggles in qualifying: the technical factors at play

In the last two Formula 1 races, Ferrari has not been up to the level of its direct rivals in qualifying. Lewis Hamilton and Charles Leclerc were forced into comeback races, penalized by the dirty air which, according to them, significantly compromises the performance of the SF-25. Trying to interpret what happened, it seems that, beyond the setup choices, the Maranello car fails to adequately prepare the tires.

So let’s take a quick look at the importance of the warm up process. This phase is now increasingly refined by every team, thanks to the work of engineers who deal with pure performance, whose task is to instruct the drivers as best as possible, with every small detail that can contribute to a decisive factor in the most important category of motorsport: optimizing tire management over the race weekend.

The goal is to bring the tire to the ideal temperature already at the beginning of the flying lap, while at the same time trying to limit overheating during the push lap. To explain better, the engineers must find a perfect balance, dictated mainly by the overall “health” of the car. If the working window is narrow, as is the case with Ferrari, the drivers’ approach must be more conservative.

It must also be said that in this generation of cars the tires play a crucial role, much more than in the recent past. One of McLaren’s great advantages lies precisely in this distinctive trait, being able to manage the tires like no other team. This applies to qualifying but also over the 300-kilometer race distance with a heavy fuel load.

To deepen the analysis, we rely on the data, the only real thermometer alongside onboard footage, from which information about the drivers’ performance can be drawn. We start by comparing the tire preparation of the Ferrari drivers with the two drivers who were strongest in qualifying: Max Verstappen and Oscar Piastri. To do this, we observe telemetry and understand what happens before the flying lap in Q3.

Obviously, as one might imagine, the cleanliness of the out-lap can also be determined by the level of traffic on the track. In this case, the Saudi Arabian track is certainly not the worst circuit to manage traffic, but on other tracks this situation becomes more complicated. Consequently, it is up to the driver to be able to carry out a preparation lap correctly, as predetermined in meetings with the engineers.

From the comparison, it emerges that Lewis Hamilton and Charles Leclerc seek a lower overall amount of energy compared to Max Verstappen. We can easily understand this by observing the mid-corner speeds. Especially for the seven-time F1 world champion, where his speed trace is practically the lowest for almost the entire lap when compared with the other drivers.

The reason is linked to the static angles imposed by Ferrari engineers on the tires of the SF-25 single-seater. These, being more aggressive, require lower cornering speeds to transfer energy into the tires. Moreover, the narrower operating window with which the Maranello team is forced to work compels the drivers to a more cautious attitude in tire warm-up, even compared to what Oscar Piastri does.

Being less aggressive in the preparation lap almost inevitably leads to a tire not in ideal condition at the beginning of the flying lap. It is important to remember that the target temperature for tire performance is that of the bulk, meaning the metal layer located under the tread. Red Bull and McLaren start the lap with this value very close to the ideal one while still limiting overheating in the push lap.

Often the various methods to heat the tire do so only superficially. The key is to activate it in the bulk area. Managing these two different portions of the tire requires different timing and methods, which often conflict. The Ferrari drivers remain conservative at the start of the lap in order to avoid excessive overheating in the final corners.

This problem is also reflected in Charles Leclerc’s statements following the Saudi Arabian Grand Prix, as the Monegasque driver highlighted the lack of aerodynamic load in qualifying. To achieve a similar level of grip to their rivals, the Ferrari drivers are forced to use a higher average slip angle in corners. This increases the internal tire temperature, significantly limiting the SF-25 car’s performance.

Heating the bulk becomes complicated, while the surface temperature rises more rapidly. But as mentioned, it must also be kept under control to avoid suffering from an unfavorable condition. That is why Ferrari exploits optimal grip only in limited portions of the lap. Also for this reason, at the 6.174-kilometre Jeddah Corniche Circuit, the SF-25 lost time in the first chicane, while in the race, on average, it produced better results.