Ferrari has made some small steps forward in the last two events of the season. The updates to the floor, although still insufficient, have allowed, at least for Leclerc, to improve the performance in the race, thanks to a less unstable rear end. However, the narrow setup window forces the team to make compromises as in Jeddah, where the setup was partly decided at the table for the Saudi layout.
Furthermore, the dynamic performance of the SF-25 depends significantly on the aerodynamic choices , which vary depending on the track. Specifically, with less downforce settings, the combined grip of the tires is significantly reduced, both longitudinally and laterally. In simple terms, we are talking about a possible lack of aero-mechanical interaction. This can only be corrected with the Imola updates .
Ferrari: Dynamic Behavior Doesn’t Work Well
Going into detail, it is known how the vertical thrust facilitates the generation of grip on the ground by the tires, through the work of the suspensions. Based on the static angles chosen for the tires, in fact, dynamic behaviors are determined that are governed mainly by the recovery of camber, with the aim of stabilizing the single-seater with respect to load shifts and lateral acceleration.
Analyzing what happened between Bahrain and Saudi Arabia, we can see how, on a dynamic level, the Italian single-seater showed a different behavior in the medium-speed curves . Net of the endemic problem related to understeer on the entrance, the telemetry shows Leclerc’s efforts on the exit of the curve . As often happens, the Monegasque is aggressive on the entry, gaining on his opponents.
However, it suffers in particular when the Ferrari has to accelerate with a steering angle. This is despite the fact that the Monegasque’s driving style pays more than that of Lewis Hamilton. In Bahrain, the greater load helped to manage the combined traction, while in Jeddah it was lacking in this fundamental , not finding a mass tuned to optimize the contact patch of the tire.
The SF-25 cannot generate the correct combined grip
In medium-speed curves, where the vertical thrust is not high, the tires are stressed both laterally and longitudinally by the traction effect . The resultant of these forces must be equal to the vertical force, guaranteed by downforce, load shift and vehicle mass on each tire multiplied by the coefficient of adhesion between the rubber and the asphalt.
What can be deduced from this analysis is that McLaren, and above all Red Bull, despite the fact that Miltn Keynes’ team suffers from other types of problems that they will try to cure with the next update package planned for Imola , are able to generate the load more efficiently in these sections of the track , thus being able to count on a greater quantity of combined grip and an optimal traction phase.
Furthermore, we know that the grip generated by the tyres is proportional to the slip angle. This, in other words, would be the angle between the direction of the tyre and the actual trajectory of the car. Ferrari struggles more to manage it , as it does not have the same basic vertical thrust compared to the rest of the top teams, as Leclerc confirmed last weekend .
The delicate equation to improve grip in combination
A further clarification must be made regarding the grip guaranteed by the tyre in slow corners, where longitudinal traction is mainly important. In Saudi Arabia, the finger was pointed at this aspect , which in reality does not represent a real performance deficit for the Rossa. The SF-25, in fact, does not present problems when it comes to expressing non-combined grip , such as when exiting turn 1.
On the contrary, the Rossa has a lot of longitudinal grip, less transverse. To solve these problems on medium-low aerodynamic load circuits, the Maranello team will have to be good at making the extraction of downforce from the bottom more efficient. In this way, the “setup blanket” can expand , allowing for improved combined grip and, consequently, performance on medium-speed corners.
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