Yeah, I'm not saying they were asked to do it identical, but they were asked to get close to the other. If you look at it the other way, HAM and RUS were 0.8s apart on day 3 with the C5 between night and day.
Compared to extreme HAM doing it after the sun was out and RUS during the hottest part of the day, Sainz lap was done while the sun was still there, that helps close the gap a bit(a lot), maybe he had 10kg of fuel extra... or a slightly worst lap.
Yeah totally fair point, I went to grab weather data for those laps:Sevach wrote: ↑26 Feb 2023, 20:23Compared to extreme HAM doing it after the sun was out and RUS during the hottest part of the day, Sainz lap was done while the sun was still there, that helps close the gap a bit(a lot), maybe he had 10kg of fuel extra... or a slightly worst lap.
There was 5.3 degrees difference track temp for Ferrari which is the main thing and a significant difference for these tyres. It’s not quite as much as 6.7 degrees difference for Mercedes but it still makes a big difference, especially as Leclerc’s time was done when the track was at its hottest (0.8 degrees hotter then when Russel’s was set).dialtone wrote: ↑26 Feb 2023, 20:35Yeah totally fair point, I went to grab weather data for those laps:
SAI
Time 0 days 07:19:49.912000
AirTemp 25.4
Humidity 50.0
Pressure 1012.7
Rainfall False
TrackTemp 32.5
WindDirection 322
WindSpeed 2.0
LEC
Time 0 days 01:45:48.711000
AirTemp 26.7
Humidity 40.0
Pressure 1014.0
Rainfall False
TrackTemp 37.8
WindDirection 235
WindSpeed 1.0
HAM
Time 0 days 08:31:50.209000
AirTemp 25.5
Humidity 43.0
Pressure 1012.9
Rainfall False
TrackTemp 30.3
WindDirection 331
WindSpeed 1.1
RUS
Time 0 days 01:30:48.649000
AirTemp 26.3
Humidity 39.0
Pressure 1014.2
Rainfall False
TrackTemp 37.0
WindDirection 214
WindSpeed 0.6
There about 1.4C difference between the delta temperature from LEC/SAI and HAM/RUS, I don't think 1.4C and 0.5C of air temperature explains 0.8s.
Anyway, I'm not going to strongly defend my point much further, it's just a thought from an ignorant PoV, it just doesn't seem so far fetched for me that they would try to run similar times in different conditions to check the impact on the tyres.
That's not what I said, I talked about delta temp difference being 1.4C, that's 6.7C minus 5.3C. 1.4 is certainly significant but not 0.8s significant on one side and 0.02s on the other. Anyway...
The difference in downforce levels must be small. I agree with Organic that the "mouth" is ever so slightly more open giving it extra surface(and hopefully downforce).
Cheers on getting hard data.dialtone wrote: ↑26 Feb 2023, 20:35
Yeah totally fair point, I went to grab weather data for those laps:
SAI
Time 0 days 07:19:49.912000
AirTemp 25.4
Humidity 50.0
Pressure 1012.7
Rainfall False
TrackTemp 32.5
WindDirection 322
WindSpeed 2.0
LEC
Time 0 days 01:45:48.711000
AirTemp 26.7
Humidity 40.0
Pressure 1014.0
Rainfall False
TrackTemp 37.8
WindDirection 235
WindSpeed 1.0
HAM
Time 0 days 08:31:50.209000
AirTemp 25.5
Humidity 43.0
Pressure 1012.9
Rainfall False
TrackTemp 30.3
WindDirection 331
WindSpeed 1.1
RUS
Time 0 days 01:30:48.649000
AirTemp 26.3
Humidity 39.0
Pressure 1014.2
Rainfall False
TrackTemp 37.0
WindDirection 214
WindSpeed 0.6
There about 1.4C difference between the delta temperature from LEC/SAI and HAM/RUS, I don't think 1.4C and 0.5C of air temperature explains 0.8s.
Anyway, I'm not going to strongly defend my point much further, it's just a thought from an ignorant PoV, it just doesn't seem so far fetched for me that they would try to run similar times in different conditions to check the impact on the tyres.
How did they manage to make understeery car with that rear wing & also the new pirellisSF-23: the balance problem is related to the load level and ground clearance, aerodynamic corrections are coming soon.
During these three days of testing, the technicians on the Shakir track carried out some rather extreme tests in terms of suspension stiffness, ground clearance, etc… . The so-called 'scan' then started to bear fruit, suggesting which are the best options for a good basic setup to make the most of the new Ferrari SF-23. A source confirmed to us that the Ferrari SF-23 revved higher to limit harmful bouncing . Not ideal, however rather conservative the approach that is expected will be much more aggressive from free practice. The car can certainly be much faster than the F1-75 , nevertheless it seems more complicated to take to the limit due to an aerodynamic limitation on the front discovered by the technicians. The car suffered from understeer , particularly with less grip due to the higher track temperatures. Something unexpected that put Leclerc in more difficulty than Sainz. A limitation to be corrected for aerodynamicists; the long chat between the Monegasque and David Sanchez concerned this discomfort.
The most positive factor, on the other hand, has to do with the efficiency gain, which has been significant. According to an opposing engineer, the GPS of the Ferrari SF-23 showed that it is potentially faster than the F1-75 by 10 km/h at the same load. Contrary to 2022, it is therefore possible that we will see SF-23 in better shape in Jeddah than in Bahrain. Meanwhile, the new rear wing - with more downforce - will be available for the race weekend , the front with an updated element design expected to arrive by Melbourne
The SF23 still has an important potential to express, especially because it was very fast in terms of pure performance. Obviously, only the technicians know the work plan and how much margin they will have to fix the long run, which is not always convincing. The new rear wing mounted on Leclerc's car on the last day of testing is a clear evolution of the inherited specification and has shown the need to use a slightly different load through the main plane. The inconvenience made the technicians frown, who were counting on the opportunity to accumulate a lot of data for simulations. On the other hand, anticipating it allowed to highlight what would have been a problem in the race weekend and therefore to have more time to react, strengthening the actuator.
So according to the latest article from Formu1a.uno the real issue is that the "front end of the car" didn't perform according to expectations and caused a lot of understeer, which was absolutely evident from the onboards. They also run the car higher to avoid any issues and they expect be more aggressive during the race weekend.SF-23: the balancing problem is related to the level of load and height from the ground, aerodynamic corrections are coming.
The technicians on the track at Shakir in these three days of testing have carried out some rather extreme tests in terms of suspension stiffness, ground clearances, etc. The so-called 'scan' then began to bear fruit, suggesting what the best options are for a good basic setup to make the most of the new Ferrari SF-23. A source confirmed to us that the Ferrari SF-23 ran higher to limit harmful bouncing. Not ideal, however, the approach is rather conservative and is expected to be much more aggressive during free practice. The car can certainly be much faster than the F1-75, nevertheless it seems more difficult to bring to the limit due to an aerodynamic limitation on the front end discovered by the technicians. The car suffered from understeer, particularly with less grip due to higher track temperatures. Something unexpected that put Leclerc in more difficulty than Sainz. A limitation to be corrected for the aerodynamicists; the long chat between the Monegasque and David Sanchez concerned this discomfort.
