However, rival Red Bull quickly took off and since the summer break it has become even clearer, especially in race pace, as the RB18 seems to have a clear advantage with its tire handling characteristics.
Much of the focus on performance evolution has inevitably been on aero development, as this is an area where all teams make many changes throughout the year.
However, there are other aspects of the car’s design and setup that can play an equally important role in the overall performance of the whole thing. Ferrari’s tire headaches may not just be about aero.
Ferrari tires seem to have a greater propensity to overheat than Red Bull tires. It’s perfect for qualifying sessions as it helps with tire changes and has helped Leclerc and Carlos Sainz still be able to fight for pole position so far.
However, during the sustained heat cycle that tires experience during a race stint, Ferrari’s temperatures can rise faster than those of its main rival, which is not always a strategic advantage over multiple laps.
Considering the difference in tire performance on Red Bull and Ferrari cars, it’s interesting that both teams are on opposite sides of the fence when it comes to their approach to heat management for their brakes.
This is especially true given the relationship between rim and tire mass temperature.
This is an area where teams spent a considerable amount of their resources in the previous round of settlements. But the introduction of the new rules for 2022 has largely led to a reset of this research and development.
The arrival of the standard 18-inch rim brought about many dimensional changes, with the discs at the front of the car now having to measure between 325 and 330 mm, instead of 278 mm.
Additionally, the drill holes that pass through the disc must be at least 3mm, changing not only the way heat is transferred but also the behavior of airflow.
And then there’s the requirement to reject airflow through the brake assembly only through a rear-facing outlet. Previously, teams had forced this through the face of the wheel for added aerodynamic effect.
Ferrari F1-75 front brakes
Photo by: Giorgio Piola
In response to these changes, we’ve seen Red Bull, McLaren, Alfa Romeo and AlphaTauri adopt an internal brake disc shroud. Mercedes and Williams also applied a quasi-faired solution.
Meanwhile, Ferrari, Alpine, Aston Martin and Haas are the four teams that have left the disc exposed in the now much larger brake drum, as its size has been increased to accommodate the widened wheel arch.
McLaren’s first attempts to use the fairing solution weren’t without drama. While the MCL36 looked extremely competitive during the first pre-season test in Barcelona, the team quickly discovered that it needed to make changes due to extreme overheating.
McLaren MCL36 front brakes
Photo by: Giorgio Piola
This resulted in the original carbon fiber concept being scrapped and a metal version being fielded, while a major redesign could be completed.
The new version, which arrived at the Spanish Grand Prix (above, right), resulted in a much larger fairing and required the piping supplying cool air to the caliper to be rerouted.
While the other teams using this fairing solution didn’t have the glaring issues that McLaren faced, they also spent the entire season optimizing their designs to improve performance.
Using Red Bull as an example, it’s easy to see how small changes resulted in a breakthrough in performance, as the exposed insulating padding used in its original design (below, left) was removed when the team has redesigned the shape of the fairing.
The fairing then received many shaping iterations to help moderate heat transfer between the brakes, rim and tires (below, right, red arrow, for example).
Red Bull RB18 front brake assembly
Photo by: Uncredited
In its quest to help manage this temperature transfer, the team also applied a thermal coating to the shroud and internal caliper components (see insets below).
Given that Ferrari has already announced that it won’t be bringing any major new parts to the races in the later stages of the season, we can’t expect to see the F1-75 copy its rival’s approach.
However, that’s not to say the Scuderia haven’t been paying close attention to their opponents and won’t be looking to incorporate something similar next season.
Red Bull RB18 front brake comparison
Photo by: Giorgio Piola
However, rival Red Bull quickly took off and since the summer break it has become even clearer, especially in race pace, as the RB18 seems to have a clear advantage with its tire handling characteristics.
Much of the focus on performance evolution has inevitably been on aero development, as this is an area where all teams make many changes throughout the year.
However, there are other aspects of the car’s design and setup that can play an equally important role in the overall performance of the whole thing. Ferrari’s tire headaches may not just be about aero.
Ferrari tires seem to have a greater propensity to overheat than Red Bull tires. It’s perfect for qualifying sessions as it helps with tire changes and has helped Leclerc and Carlos Sainz still be able to fight for pole position so far.
However, during the sustained heat cycle that tires experience during a race stint, Ferrari’s temperatures can rise faster than those of its main rival, which is not always a strategic advantage over multiple laps.
Considering the difference in tire performance on Red Bull and Ferrari cars, it’s interesting that both teams are on opposite sides of the fence when it comes to their approach to heat management for their brakes.
This is especially true given the relationship between rim and tire mass temperature.
This is an area where teams spent a considerable amount of their resources in the previous round of settlements. But the introduction of the new rules for 2022 has largely led to a reset of this research and development.
The arrival of the standard 18-inch rim brought about many dimensional changes, with the discs at the front of the car now having to measure between 325 and 330 mm, instead of 278 mm.
Additionally, the drill holes that pass through the disc must be at least 3mm, changing not only the way heat is transferred but also the behavior of airflow.
And then there’s the requirement to reject airflow through the brake assembly only through a rear-facing outlet. Previously, teams had forced this through the face of the wheel for added aerodynamic effect.
Ferrari F1-75 front brakes
Photo by: Giorgio Piola
In response to these changes, we’ve seen Red Bull, McLaren, Alfa Romeo and AlphaTauri adopt an internal brake disc shroud. Mercedes and Williams also applied a quasi-faired solution.
Meanwhile, Ferrari, Alpine, Aston Martin and Haas are the four teams that have left the disc exposed in the now much larger brake drum, as its size has been increased to accommodate the widened wheel arch.
McLaren’s first attempts to use the fairing solution weren’t without drama. While the MCL36 looked extremely competitive during the first pre-season test in Barcelona, the team quickly discovered that it needed to make changes due to extreme overheating.
McLaren MCL36 front brakes
Photo by: Giorgio Piola
This resulted in the original carbon fiber concept being scrapped and a metal version being fielded, while a major redesign could be completed.
The new version, which arrived at the Spanish Grand Prix (above, right), resulted in a much larger fairing and required the piping supplying cool air to the caliper to be rerouted.
While the other teams using this fairing solution didn’t have the glaring issues that McLaren faced, they also spent the entire season optimizing their designs to improve performance.
Using Red Bull as an example, it’s easy to see how small changes resulted in a breakthrough in performance, as the exposed insulating padding used in its original design (below, left) was removed when the team has redesigned the shape of the fairing.
The fairing then received many shaping iterations to help moderate heat transfer between the brakes, rim and tires (below, right, red arrow, for example).
Red Bull RB18 front brake assembly
Photo by: Uncredited
In its quest to help manage this temperature transfer, the team also applied a thermal coating to the shroud and internal caliper components (see insets below).
Given that Ferrari has already announced that it won’t be bringing any major new parts to the races in the later stages of the season, we can’t expect to see the F1-75 copy its rival’s approach.
However, that’s not to say the Scuderia haven’t been paying close attention to their opponents and won’t be looking to incorporate something similar next season.
Red Bull RB18 front brake comparison
Photo by: Giorgio Piola