The Barcelona Grand Prix has given its verdict, the performances of Red Bull with Max Verstappen and McLaren with Lando Norris were better than Ferrari. Max’s victory was determined by Norris’ disappointing start but also by the qualities of the blue car with a full load of petrol, as demonstrated by the Dutchman’s easy overtaking of Russell. Austria in theory should be more favorable for Ferrari.
New things must be understood
Leclerc and Sainz admitted that they lacked the pace to attack the front row and be further ahead in the race, however it was not surprising on the eve, the Catalan circuit could not be among the most favorable ones on the Red without very high degradation on the soft. Updates go hand in hand with complex understanding of the package. The car had grown in the first six races, without any developments, improving things while running on the track.
The limit: Ferrari doesn’t make good use of the soft tires
The SF-24, unlike the old car, is a very stable car. but its strength is also its great weakness: not finding the peak of performance when using the soft compounds. This aspect helps cure the rubber but delays entry into the usage window. Engineers were able to work with the new updated package more than 80% ahead of the original schedule that saw the new parts arrive at Silverstone. It also debuted in the package the new «specification 4» rear wing, something that would also have helped in China and Suzuka. Aerodynamicists have been waiting for greater understanding to define the degree of incidence useful to bring the load level from medium to medium-high.
The return of the jumps
There are two fundamental aspects that determine the development of ground effect F1s, how much load you can afford to add without getting close to harmful bouncing and how much free drag you can prevent while doing so. The best side seen at Montmeló on the SF-24 (version 2.1) is that it was able to improve some weaknesses, in terms of straight line speed it was the best car but not in terms of absolute load efficiency.
This is why Vasseur talked at length about optimization. «We fought with bouncing all weekend» Sainz admitted. The new configuration brought more downforce, offering more choices, something which on the other hand complicated the settings immediately but which should pay off in the short term races starting from Austria.
The duel between drivers and unexpressed potential
Leclerc’s SF-24 was the third best car in the race but he couldn’t show it because the Mercedes were strong in qualifying, the initial duel triggered by Sainz erased any chance of overtaking them. The Spaniard didn’t have the pace to attack Hamilton while Leclerc extended his stint in vain. The Monegasque driver lost 8” by staying out, in hindsight an incorrect choice, however it is fair to say that no one expected a soft tyre so resistant to degradation. Ferrari was able to evaluate the hard tyre to take the gamble of a single stop but at a certain point it was clear, looking at the Spaniard’s data, that the ending could have been even worse. Leclerc used the C2 well, getting back close to Russell.
Anticipate the news? To prepare for Silverstone
The reason for the choice to anticipate the news in Barcelona is simple. Basically there are pros and cons but to extract the maximum potential all the single-seaters, including McLaren, are taking 2-3 races. Arriving at Silverstone with a full understanding of the SF-24 can offer greater performance towards the pit stop and a clearer indication of the decisions to be made in terms of summer development.
Because qualification is the weak point
It’s no mystery that the big problem with this car is qualifying. It will not be easy to resolve without substantial improvements, which are difficult to imagine in the current season. Ferrari gained another 2 tenths on Verstappen’s no longer dominant Red Bull. But we need to close the gap further before the Milton Keynes team reacts and gives its answer, it is said in Hungary or shortly before. Furthermore, we need to push Mercedes back and reduce the gap to McLaren which today – with Norris – it has perhaps the best overall technical compromise. The possibility of using more budget to have new parts available between now and the end will also potentially impact.
In 2025 the suspensions will change
The probable exit of Enrico Cardile in the coming months – sought by Aston Martin – should not upset the structure of the technical office nor the principles of the next single-seater. The main guidelines have been deliberated and the 2025 chassis has already been revised to use new mechanical settings, a rather aggressive choice considering that time is running out with the current regulations (the new cycle starts in 2026). New parts are being developed in the tunnel to improve the current aerodynamics in certain areas that have not yet been redesigned, as well as the future look. Among the main innovations the suspensions: both the front and rear ones will be different.
