Sprint qualifying: why front end of Ferrari SF-24 no longer responded as it did in Lusail practice
Yesterday at 04:05 PM
Sprint qualifying in Qatar produced a result that was at least partially expected. McLaren led the pack with a comfortable margin, while Ferrari lagged behind. However, there were surprises: with the cooler evening conditions, Mercedes (specifically George Russell's car) came alive, securing a front-row start alongside pole-sitter Lando Norris, with the British driver just 63 thousandths behind, whereas Max Verstappen's Red Bull showed strength only in ultra-high-speed corners. No surprise from Sergio Perez, who once again seems increasingly absent. This suggests an aerodynamic setup unable to handle variations in flow dynamics effectively. Let's delve deeper into some of the data.
The first trend noticeable in the opening corners of the track mirrors what was observed in practice: McLaren is consistently faster through the first four corners, indicating tires that come to life immediately on the Woking team's car. The low top speed also suggests a highly aerodynamically loaded MCL38, with consistent performance throughout the lap due to excellent tire temperature control and an optimal balance, even on Losail's varied corners. These corners feature different speeds but long arcs, challenging a car’s aerodynamic balance as the center of aerodynamic pressure shifts. Such shifts can cause oversteer or understeer within a single lap. However, McLaren's impressive aerodynamic package, under Andrea Stella's leadership, appears immune to these issues, at least in terms of pure one-lap performance.
Conversely, the same challenge seems to hinder Max Verstappen's Red Bull, which excels, as anticipated, in the fastest corners but struggles significantly in medium and low-speed turns—where the most time is often lost. This limitation could spell a challenging weekend for the newly crowned four-time world champion, apart from tire management. Unlike Red Bull, Mercedes exhibited fluctuating performance but excelled particularly in braking and mid-corner phases, especially in corners 4 and 5, with minimal speed loss in flat-out sections at the 5.419-kilometre Lusail International Circuit. The traction and acceleration data also suggest a particularly high-strung Mercedes power unit, a claim supported by George Russell's comments about being at the limit in the fast third sector. Between corners 12 and 15, George Russell was the only driver to shift into eighth gear, demonstrating significant engine torque and rapid battery consumption. This forced him into recharge mode at Turn 15, costing him valuable time and possibly the pole position.
The reasons behind the SF-24's drop in performance compared to the strong practice session are relatively straightforward. A roughly 5-degree temperature drop since late afternoon altered the car’s aerodynamic balance. While the rear end and diffuser became more effective, the front end progressively lost grip, triggering understeer that the drivers could not overcome. On a circuit with such corner types, this understeer severely compromised the car's performance. It's also likely that this effect compounded over the session, with the front sliding leading to temperature mismanagement of the front tires. The disappointment on the faces of Charles Leclerc, Carlos Sainz, and team principal Frederic Vasseur was understandable, as the SF-24 had exceeded expectations earlier in the day. Encountering such a persistent issue during qualifying was a bitter pill for Ferrari's camp.
Nevertheless, the SF-24 still showed promise, particularly on medium and hard compounds, leaving room for optimism in the Sprint and main race. Moreover, from a 2025 development perspective, having a solid baseline remains an excellent starting point. Losail serves as a natural wind tunnel, testing cars under varying yaw angles. The Sprint will be particularly revealing regarding tire management and how setups evolve for the main qualifying and race. Ultimately, this track highlights the incredible grip levels and cornering speeds achieved by current Formula 1 cars better than most other circuits.
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