The Ferrari SF-23 will not be remembered for its drivability or predictable nature. Drivers and engineers alike struggled to understand its ideal window of performance. In this often narrow window, the Maranello-based team was often second-fastest – though rarely capable of challenging Red Bull.
The big problem at the beginning of the season, in addition to the persistent porpoising – was a poor front end. This weakness was especially pronounced at medium and high-speed corners.
By extension, this gave Charles Leclerc and Carlos Sainz very limited confidence. It wasn’t until the Suzuka updates that this issue was first addressed.
Ferrari’s lack of front-end grip was identified as an issue to resolve last winter. However, the mechanical and aerodynamic improvements were ultimately insufficient.
The SF-23 had a limited front end and set-up range
Last year’s nose was revised considerably compared to the aesthetically pleasing solution on the F1-75.
Implementing this change wasn’t difficult, owing to the alteration to the wing’s main plane and endplate elements.
For the SF-23, it was decided to move the nose fairing backwards. The aim was to improve the airflow of the main profile, following the most popular solution among the teams.
The flaps were also completely redesigned. The primary aim was to redirect airflow towards the car body, with the secondary goal concerning outward airflow.
During the tests a year ago, the technicians assessed the car as deficient. The correction work of the technical office led by Cardile was neither simple nor painless.
The above image of David Sanchez speaking to a worried Leclerc seemed emblematic. The same technician resigned after pre-season to join McLaren, thus appearing to be the scapegoat for a project that was born badly.
However, the technician had already been on the sidelines for several weeks, with his decision taken well before Binotto was dismissed.
What is certain is that the French engineer (of Spanish origins_ was one of the most determined within the technical team to continue with the in-wash aerodynamic concept on the SF-23.
A similar story unfolded at Mercedes, with Mike Elliott leading the team towards the “zeropod” concept.
The SF-23 did not have a strong nose. Poor front wing design wasn’t necessarily the root cause, with instability limiting set-up considerably.
A new front wing and floor were needed to address this lack of a stable platform. These fixes only partially addressed these vulnerabilities.
Ferrari 2024: The front wing will more closely resemble that of the Red Bull RB19
The front of the new Ferrari 2024 has certainly been revised. Still, it will not be especially dissimilar to last year’s car.
Ferrari’s nose will remain set back, while the front wing will change to more closely resemble the RB19’s specification.
This is something that Haas has already partially done in Austin but can be expected at a more advanced level at Ferrari.
As a result, the flaps should implement the outwash design successfully proposed by Adrian Newey & Pierre Wache. A similar solution was found with Mercedes with their front wing introduced at Silverstone.
Red Bull’s 2023 concept allowed for super efficient front wing specifications and lower drag than the competition.
Ferrari’s 6767 will be born with revised mechanics to expand and differentiate the setup options.
Changes won’t be present in the push/pull patterns, which will remain unchanged. Instead, there will be changes to the design of the triangles and dynamics of the wing’s swinging arm
In theory, this should improve aerodynamic balance and performance in high-speed corners.
On the other hand, having greater anti-dive in the car should make the car less sensitive under braking. This will be achieved via a significantly reduced forward rotation of the vehicle car.
It is a significant change that makes up some of the 95% Vasseur has spoken about:
“We have to sacrifice something to improve others,” Sainz commented about the new single-seater. The challenge for engineers and drivers will be to maintain the SF-23’s relatively strong braking power.
However, many changes that will be seen on the front of the next Ferrari will not be just a question of vehicle dynamics but also of aerodynamics.
With airflow so crucial with these cars, redirecting air to the floor is essential. As seen in the last two years, optimising the interactions between suspension and aerodynamics is crucial for performance and long-term development potential.
Author: Giuliano Duchessa
Co-Author: Piergiuseppe Donadoni , Rosario Giuliana
Translation: Jaden Diaz-Ndisang
