F errari has turned the corner. A few years ago there was a climate of fear in Maranello. Engineers did not dare to come up with new ideas for fear that the results might be negative. Creativity and the pace of development suffered as a result. Especially during the season, Ferrari regularly lost ground to their direct opponents.
Ferrari with more upgrades than Mercedes
But the picture has changed completely in the meantime. Since Mattia Binotto has swung the scepter in the technology department, a different wind has been blowing in the factory. No other car has had so many major modifications in the first half of 2018 as the SF71H. The current version has hardly anything in common with the racing car that left the garage during the test drives in Barcelona in February.
In the course of the first 11 races, the engineers worked on every nook and cranny. While Mercedes has always remained true to the basic model with the exception of small retouches, Ferrari is now using version 3.0. The same applies to the sub-floor. The Italians regularly worked on both the diffuser and the plane in front of the rear wheels. At Mercedes, on the other hand, you had to look for the changes with a magnifying glass.
If Ferrari brings an upgrade, even laypeople can see it. Cosmetics were yesterday. The motto is to clump instead of spill. The hit rate is good. So far, most of the conversions have also delivered what the simulations previously promised. Outa deficit at the beginning of the season has meanwhile become a lead. Ferrari was superior even on a traditional Mercedes track like Silverstone.
Ferrari engineers at the limit
In Maranello not only the pace of development was increased but also the aggressiveness. In order to beat the top dog Mercedes, the designers go to the limit - and beyond. As a result, Ferrari was repeatedly called back by the FIA referees for overly brisk interpretation of the rules. Last year, for example, the air duct through the front axle was targeted, this year Ferrari had to retool the front area of the underbody and the halo mirrors.
Ferrari is not discouraged by such setbacks. In terms of the flexibility of individual aerodynamic components such as the rear wing and the underbody, the engineers cleverly exploit the FIA tolerances to the utmost. In the world championship years, Red Bull had shown how to gain advantages thanks to the intelligent use of materials.
Of course, Ferrari also helps the partnership with HaasF1, from which both teams benefit. Those responsible deny that wind tunnel data are exchanged, but it is certainly no coincidence that Sebastian Vettel's company car has the same wheelbase as the customer team's 'sister car'.
Just a major upgrade at Mercedes
At Mercedes, there were significantly fewer changes in aerodynamics to be seen in the first half of the season. Actually, only one major expansion stage was ignited, in which the side pods, the bargeboards, the exterior mirrors and the rear wing were revised for the race in Spielberg. Mercedes also fell behind in the area of engine power. And the engineers are still puzzling over how Ferrari managed the sudden jump in horsepower.
After all, Mercedes has been able to intercept the Ferrari attack well in terms of points. Lewis Hamilton more than once compensated for the deficits of his racing car with his driving class. In addition, there were unnecessary mistakes at Ferrari, which caused Vettel's deficit in the drivers' standings to grow to 24 points before the summer break.
Before Ferrari attacks in the second half of the season, we'll show you the most important ones in the gallery Development steps from the first 11 races in detail.