Not even hopping slows down the Ferrari F1-75 – News

Ferrari showed in Melbourne how much and more of the first two races, how much lbalance of the F1-75 was also effective on this track. A fact that on the eve was not at all obvious, also in consideration of the profound changes that the Albert Park track it suffered specifically in the section between curves 9 and 10, now in fact joined in a very fast “S” that has profoundly changed the character and rhythm of the circuit. On paper, given the premises, it was more predictable that Red Bull would benefit from ithaving proven itself in the two previous races faster than the F1-75 in fast sectors. On the contrary, it was clear, albeit with some uncertainty in FP1, with an excursion into the gravel by Leclerc, that the F1-75, even adopting a aerodynamic configuration download, which included the rear wing of Jeddah subjected to a first evaluation with the flow viz (fluorescent paraffin to visualize the aerodynamic flows) in FP1 on Leclerc’s car, produced a high load with the bottom, but above all it was well balanced.

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In FP2 this feature has been further improved, thanks also to the rapid analysis of the data collected by the sensors that detected the heights from the ground, mounted in FP1 on the front wing. This, although the data collected were mainly used for correlating the lowering of the front axle with the triggering of porpoising according to the speed or the load generatedto then approve the development of the fund envisaged for next GP in Imola. The jolts of the F1-75, however, in Australia were much more pronounced than in Jeddah, but in this sense the worsening of this phenomenon could have contributed precisely a set-up characterized by the reduced ground clearance of the single-seater with the aim of generating more load from the Venturi channels and therefore to be able to adopt a lower incidence of the flaps. This choice, also possible thanks to the absence of undulations in the renewed road surface, represented a strategic move with the aim of reduce the speed gap in the straight sections with Red Bull.

It therefore seems correct to consider the strategic technical attitude of Ferrari, positively aggressive, with the (centered) goal of making even the slightest weaknesses of the F1-75 irrelevant in direct confrontation with rivals. There car of the Milton Keynes teaminstead, for the whole weekend, she didn’t seem totally comfortable on the renovated Albert Park track. As mentioned, characteristic peculiar of this car is its efficiency on the straight and its ability to generate high downforce with the bottom. The unloaded configuration, albeit not excessively, caused problems above all in the management of the tires and their warm-up phase. Since free practice, both the Red Bull riders suffered from high graining, a sign of a thermal and dynamic shock of the compound initially triggered by a non-perfect progressive heating in the entry lap, then accentuated by lateral sliding caused by a non-optimal vertical load, in any case lower
to that produced overall by the F1-75. The phenomenon was then very evident in the race, affecting the pace of both team cars. In terms of developments, a new front wing has been adopted characterized by new vertical screens, characterized by a more rounded profile of the upper edge and their partial curvature towards the outside to increase the out wash effect.and the adoption of a sinuous side strip placed higher than the previous arched version.

A new front wing

The front wing of the F1-75 with sensors for detecting changes in heights from the ground, mounted in FP1. Their position is noted with a central sensor under the profile and two for each bulkhead. They also allowed the collection of relevant data for the final resolution of the next aerodynamic development and to refine the set-up in Melbourne.

The W13 in all its problems

It deserves a separate chapter the performance analysis of the Mercedes W13. Assuming that it is obvious that the haul of points collected in Australia is decidedly higher than the expectations of the team and the real competitiveness of the W13, it was nevertheless interesting to note how, net of the non-record performances, the Brackley technicians followed a very pragmatic approach in Australia. We mean, first of all, that in fact they have denied rumors that proved to be totally unsubstantiated (even logical) that they took for certain the early introduction of a GP, of the package of developments planned for the Emilia Romagna GP. Against this hypothesis, a wide range of valid reasons, including the fact that the Albert Park route cannot be considered in all respects probative for the evaluation of a large aerodynamic development. To this it should be added that the criticality represented by a porpoising trend of the W13strongly advised against the introduction of radical changes, in a logistically so unfavorable tender, where the possibility of returning to a previous configuration would not have been possible, in the event of unsatisfactory results.

It is therefore logical that the technicians directed on the track by Andrew Shovlin have in fact adopted the same car seen in Jeddah, with variations only at the setup level, and in the case of the rear wing, of the adoption of a nolder along its edge exit. By opting to maintain the status quo, it was
therefore it is possible to try to stem the hopping of the W13 fairly effectively, with a minimum increase in height from the ground, which in fact
has not compromised its already not exciting performance. In short, a concrete Mercedes, which at this stage faces the races as a test, to try
to progressively get closer to the leaders. In Brackley, as Shovlin’s own words after the race have made it clear, they are aware that the path to return to fighting for the victory is not a short one. Awareness of this is the first step towards the ascent.

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