sf-23sduct

S-Duct Ferrari SF-23: FIA receives first request for clarification

Ferrari presented the SF-23 without hiding too much some aerodynamic solutions. Mainly the blowing ducts in the side tanks - echoing the S-Duct concept well known on the old generation - seem to be a very interesting solution, designed to optimise the flow towards the rear of the car, both that which reaches the diffuser in the lower part of the car, and that which is sent towards the rear wing and the beam wing.

Certainly in numbers coming out of the tunnel were very positive, considering that the SF-23 had been under aerodynamic study since before the summer. This is a rather complex solution for the rivals to replicate, as it not only concerns the design of the chassis and internal dimensions, but also the concept of the single-seater itself. There is less need for the other teams to energise the flow in that area as, except in the hottest races of the year, they do not need to open slots in the central area of the single-seater, due to a much larger rear opening. At the start of 2021, the engineers at Maranello ground down all ideas, discarding the zeropods concept as it was considered less effective or more complex in terms of understanding and development. The aerodynamicists continued to push in what turned out to be a unique direction, taken up for obvious reasons by Haas, but not by Alfa Romeo/Sauber.

One solution, which may be considered unheard of for this generation of car, is that it was already being studied last season when there was an F1-75 on track that was abandoned in development after the French GP, so very early on and on which many thought-out developments were not produced and used. "We will have two or three very interesting solutions on the SF-23, a couple more hidden," a technician hinted in a conversation a few weeks ago.

Ferrari S-Duct: first request for clarification arrived at Fia

According to Formu1a.uno, Ferrari has reportedly been informed by the Federation of the first request for clarification that has arrived at the Paris-based governing body of the top four-wheel series. Obviously, in a season there are many requests for clarification from the teams, a sort of routine for the technical part of the Fia. Ferrari's integrated solution has clearly not gone unnoticed by the press.The teams are very interested in Fia's answers, not only for the aspects related to the perimeter of legality, but also to know a few more details (as far as the Federation can tell) that will help them study the particular solution. In last season's tests, for example, there was talk of how they had to stay within the spirit of the new regulations and yet contradictory solutions appeared, within that perimeter precisely, that made some technicians turn up their noses - like the fairing cone with the appendages mounted on the Mercedes W13 was at the centre of discussions - but then never officially contested. At Ferrari, they are confident that the solutions adopted are fully within the rules. The SF-23 took to the track at Fiorano for its 100km with a surprising medium-load wing. The Italian team got its first real taste of the track at its home circuit (Fiorano), showing a surprising first aerodynamic configuration. It may in fact be a marginal fact, but it is nonetheless intriguing that Maranello's newborn has been grounded using a medium-load wing of 2022 specification, which first appeared in Canada with Leclerc, and was then used extensively on the F1-75 on types of circuits that would have little to do with that of Fiorano and especially that of Bahrain, which is more medium-high load. As far as a shakedown is concerned, it usually involves the use of highly loaded elements.

There are two cases: either Ferrari has a high load wing for Sakhir that they did not want to show, but they could have fitted the old Bahrain spec anyway, or on the SF-23 they could consider using less loaded wings. Already the tests, but especially the first Grand Prix, will clarify whether the SF-23 will be able to run less loaded, having undoubtedly increased the air flow to the rear. That would be very positive, however it should be made clear that it would be very surprising to see that specification as definitive for Bahrain. A track limited at the rear by the many restarts, where maximum solidity at the rear is required. More intelligent would be its use at Jeddah where last year the F1-75 used a more loaded wing and paid for the lower efficiency of its DRS system compared to Red Bull.

Meanwhile, the team disembarked between Sunday and yesterday in Bahrain where, in the three days of testing scheduled from this Thursday, they will be looking for the long-awaited confirmation, above all regarding the ever-dreaded correlation, to be verified every time they take to the track. As far as the Ferrari line-up is concerned, there are no surprises: Leclerc and Sainz will certainly take turns at the wheel each day, as will Haas, unlike Red Bull (and Williams) who have decided to dedicate one day each to each driver, the first for Max, the last for Perez, with the middle one split.