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The blanket is short, very short. At Monza Ferrari tried to compensate for the lack of engine with a particularly unloaded aerodynamic set-up to tackle the long straights of the “temple of speed”.
Cavallino technicians have dared with very short rope wings and minimal incidence to seek maximum aerodynamic efficiency, notably reducing downforce and drag.
Measures that bear fruit in the first sector with Charles Leclerc able to print in the speed trap a maximum speed of 339.1 km / h at just 2.3 km / h of Lewis Hamilton’s Mercedes despite 50 fewer horses power of the power unit. A bet, however, that the Cavallino drivers pay in the (few) corners.
The Monegasque with the fastest SF1000 went to 17 km / h at Hamilton in Lesmo and 15 km / h at Parabolica: a collapse that identifies how the Rossa has not found a friendly track at Monza as in the past.
Detail of the rear of the Ferrari SF1000, Spanish GP
Photo by: Giorgio Piola
Detail of the rear of the Ferrari SF1000, Belgian GP
Photo by: Giorgio Piola
Ferrari SF1000 detail from the rear, Italian GP
Photo by: Giorgio Piola
The Ferrari becomes impossible to drive by braking and entering curves, showing obvious limits that cause it to drop to 13th on the grid with Charles and even 17th with Sebastian Vettel who, himself, has never liked cars without adequate support. behind, he who was the maximum exponent of the exhausts that blew that gave an extra load to the rear.
Thanks to the drawings of Giorgio Piola it is possible to compare how the SF1000 has been modified without changes in the basic concepts of the project (incorrect) to adapt the car to the needs of the track.
Detail of the rear axle of the Ferrari SF1000, Spanish GP with medium-high load wing and single T-wing
Photo by: Giorgio Piola
At Barcelona we saw a medium-high downforce setup with a rear spoiler with a long, highly contoured main string profile and a high-impact moving fin. The single T-wing was also part of the package.
Detail of the rear axle of the Ferrari SF1000, Belgian GP, with wing with a flat main profile and large wing and with double T-wing
Photo by: Giorgio Piola
On the other hand, a very deteriorated version of the wings was brought to Spa, which the pilots rejected after free practice, without even getting the tires to reach temperature. For qualifying and the race, Cavallino’s technicians went back to a solution seen at the Red Bull Ring, with a flat main profile, but with a high-impact flap. To find some traction, the double T-wing was also adopted.
Detail of the rear of the Ferrari SF1000, Italian GP, with unloaded wing and without T-wing
Photo by: Giorgio Piola
Despite the corrections in the race, Ferrari remedied a fool in Belgium that was only prodromal to the Monza qualifying where the main flat profile was composed with a movable rope flap split in half and cut at the edges and with the abolition of the T-wing.
Ferrari SF1000, detail of the front wing unloaded with the last flap with minimal chord and neutral incidence
Photo by: Giorgio Piola
And also at the front, attention was focused on a wing with the last wing practically neutral on the outside and very tapered on the inside to try to balance the car with the rear.
Technical choices that, at least on paper, have not left a trace. Too bad they didn’t work, because other, no less serious problems are not added to the already known engine problems.
Here is the Mercedes F1 W11 with the hot air vents in the tail of the very closed sides
Photo by: Andy Hone / Motorsport Images
Just look at a photograph of the rear of the Mercedes to see how the hot air vents in the tail of the sides are tighter than those of the Ferrari. Not only is the Brixworth power unit significantly more powerful, it is also cooler better.
Stella’s technicians kept radiant masses under the hood, while those at Ferrari preferred to move them in the belly to tighten the engine cover and make the central part of the spoiler work better.
Ferrari SF1000 radiator nozzle
Photo by: Giorgio Piola
It is a pity that the radiators have been sandwiched one on top of the other, with a limited air passage that has determined a very penalizing fluid dynamics of the bellies: in this area the Ferrari has a kind of aerodynamic “wall” that costs in terms of drag (resistance to advance “).
If we add to this the hydraulically controlled rear suspension that does not react according to the programmed movements of the Rake tuning, but has delays and irregularities in its action so that the rear of the Red is difficult for drivers to drive, we understand why Ferrari crashed in the second part of the starting grid even on an “easy” track like the Stradale where it is possible to compensate for the lack of load, but not the excess resistance.
We hope that for Mugello, before other regulatory freezes occur in cars, Ferrari will make its debut with those changes that have been in the drawer for months: narrow nose, more grippy exhaust with a different side and everything that has not been in the gallery. until now. it gave the results the engineers expected. It takes courage …
