Ferrari officially presented the SF-24 EVO. She did it in Grand Prix Of Imola last weekend, arousing strong interest in the factual nature of the interventions. Reversed bellies, changes to the bottom and new features on the rear wing which provided the expected results. The Italian car has undoubtedly improved in some fundamentals. One above all is the aerodynamic efficiency, as we were able to observe on the track that stands on the banks of the Santerno. A superior ability to cut through the air which however needs to be further refined, as well as traction, which is good, but not at the level Red Bull. Austrian team that returned to victory after the stop Of You love mealthough he did it with various efforts.
Max Verstappen he led a truly excellent race, building on his triumph in the first stint with the Mediumand then resist the return of a Lando Norrison board the MCL38really unleashed in the last part of the race. McLaren it is very strong and at this precise moment of the season it seems to be the team with the most chance to beat the Red Bull. She has demonstrated this amply during the last two round seasonal. Ferrari however, it certainly doesn’t stand by and watch, knowing that once the package has been optimised EVO the competitiveness of the red will be decidedly higher. In the meantime he arrives Monk. A truly peculiar scenario, where the cars of F1 they speed through the streets of Principality caressing the look rail.
The Monte Carlo characteristics
The Monegasque track has a total length of 3337, the only stage of the championship where 78 laps do not exceed a distance of 300km. The average lap is low: 168 km/h. The particular design of the Monegasque track involves different strategies at an engine level, allowing for greater fuel consumption per kilometre, or alternatively a smaller quantity of fuel loaded at the start of the race. Furthermore, the unit hybrid power is higher, keeping in mind the large amount of braking or partial load zones. The single-seaters will take to the track with the maximum load available, obtained from the incidence of the front and rear wings. The mechanical set-up is fundamental and finding the most practical compromise is not at all obvious.
Montecarlo features several bump and disconnections throughout its city journey. An aspect that forces the technicians dedicated to the car’s dynamic department to raise the single-seaters. Furthermore, referring to the suspension schemes, the lower stiffnesses contribute to the creation of different oscillations of the floor which, if not managed properly, can easily give rise to different aerodynamic instabilities at different travel speeds. The compromise is therefore complicated as mentioned, as the front must be precise and solid to facilitate entry and changes of direction. While a “softer” rear will help generate maximum grip during traction.
The difficulties of driving in Monte Carlo
Taking a quick look at the layout of the track, it is easy to see how complicated it is for the drivers to face this challenge. Every single corner in Munich represents a very high risk, as the extreme proximity of the barriers does not give the slightest possibility of mistakes, since even the slightest slip can be fatal. In the first sector, turn 1 (Santa Devota) is very important, a challenging braking point where the exit is essential to optimize the acceleration uphill towards the Casino, a complicated bend where the speed of travel is crucial to obtain good chronometric results. In the T2 the track descends towards sea level. Central section of the track generally characterized by medium-slow curves.
In this sense, the slowest corner of the entire championship stands out, the emblematic hairpin of Fairmont which is driven in first gear at a speed that does not even reach 50 km/h. In this area of the circuit, two crucial aspects are highlighted to be truly competitive. We are referring on the one hand to the car’s ability to change direction to manage the lateral load transfer, and on the other once again to its goodness during acceleration. Passed the Goalkeeper you pass through tunnel which takes the riders towards the most challenging braking section of the entire track. You brake downhill with straight wheels about 115m before the bend, with a consistent deceleration that exceeds 220 km/h. The port chicane leads into the last portion of the circuit, which is quite complicated especially at 15.
We are talking about a further change of direction, where excessive aggressiveness on the curbs or lateral slipping of the front axle can easily push the car into the wall. An immediate mistake and the car’s race was interrupted by the barriers. To avoid this scenario, drivers must be very skilled at understanding the precise condition of the tires together with the condition of the asphalt. The topic of tires is anything but obvious Monk. Moving the balance of the car towards the rear to maximize the load, to a certain extent weakens the front end of the car. This means that single-seaters that do not have a very solid front end are subject to various difficulties in putting temperature on the axle in question.
An element that creates a more than deleterious thermal imbalance. We are talking about a highly harmful phenomenon, as it is responsible for profoundly limiting the grip of the single-seaters F1. Ultimately a comment on the “human” factor which in today’s Formula One has lost value compared to the past. Montecarlo as we have seen, it presents a challenge conditioned by many aspects such as the talent, concentration and desire to take risks of the pilots who, through their performance, they are capable of making a huge difference. So what can we expect from Ferrari? Answering the question is not at all simple. However we can say that together with Red Bull And McLarenthe red will be played again there pole. This is the objective that the team is pursuing and thinks it can achieve, keeping in mind that starting from pole a Monk it means mortgaging victory.
