The world of Formula 1 is more and more overloaded with self-appointed influencers, pseudo-technicians and improbable columnists who often achieve five minutes of success with sensational revelations that are more the result of fantasy than of real knowledge. In this context, it is inevitable to valorise those very few professionals who have really spent their lives following the travelling Circus around the world, delving into topics that are often very complicated but made simple by their skills and expertise. 

From this point of view, a reference figure is undoubtedly Craig Scarborough, a freelance journalist/illustrator who has dedicated himself to the more technical aspects of Formula 1 for over 20 years. 

Craig is a consultant for the BBC, always present at the events that count to interview and explore technical issues with the great designers of Formula 1.

I have personally followed his work for many years and have often had the opportunity to exchange useful observations and technical assessments with him.

In the run-up to a season that now sees the teams more aware of the most appropriate technical solutions for the proper functioning of the single-seaters with ground effect, formula1.it had the chance to interview him on topics, curiosities and questions to which we wanted to give an authoritative answer. I therefore leave you with our exclusive interview with Craig Scarborough.

R.C.: Hello Craig and thank you for your availability. According to you the great advantage of the Red Bull is of an aerodynamic nature or the chassis/suspension group?

C.S.:Primarily it is aerodynamics, but that cannot be the whole story. You have to have the suspension and aerodynamics working in unison, the better one side of the equation works the lessthe other side has to do. i.e. If your aero is good at all ride heights, then your suspension can be initially softer (better). If your suspension can work at low speed with hard set up, thenaero doesn’t need to work over a wider range (better). I believe they have the best mix in F1 at the moment.
I think an under looked aspect of Red Bull’s performance last year was their tyre management, in races. Tyres are as big a limiting factor as the car’s underlying pace. Only Mercedes didas good a job in this area, although Ferrari did see show signs of improvement through 2023.

R.C.: In your opinion, will Ferrari embrace the aerodynamic concepts of its rivals Red Bull or will it focus on a completely different aerodynamic look?

C.S.:I already know most people will call whatever Ferrari come up with in 2024 as a Red Bull copy, but that’s just being lazy. I think Ferrari will find their own mix of red bull (floor, downwash,suspension and nose/FW), as well as other team’s ideas (water slides etc).

R.C.: Who could be Red Bull's most serious rival in the season that is about to begin based on what was appreciated in the last part of the 2023 season?

C.S.:I think Mercedes will be the biggest threat. They were the best operation out of the other teams, despite a compromised car in 2023. With a more conventional car, they will make thejump in performance that they need to get close to Red Bull. That said I think Red Bull still have a lot of potential performance to be found from developing the RB19 into the RB20.
I think McLaren will be good, the car should be better, although they have a reputation for dropping backwards with each new car, then having to develop through the year. Plus, they stillhave to mature as a modern race winning team, it feel that race wins are possible, but not a prolonged threat to red bull, definitely not championships.
I fear Ferrari are similar too, the car should be an improvement, but again I think the team need to operate much better on all levels consistently through the year, this will need more timeas Fred Vasseur shapes the team.

R.C.: Why did Mercedes' zero-pod concept fail?

C.S.:I wouldn’t describe it as an engineering failure, merely the wrong solution at the wrong time. We often see this is in F1; walrus nose, double floor etc.
The idea maximises downforce in some ways and limits it in other ways, additionally it creates a lot of drag. Plus, Mercedes were very sensitive to ride height, limited by their suspension controland this cost the solution its potential downforce, requiring more rear wing and therefore costing even more drag. Another factor were the compromises the zero pod design needed to the chassis. The squashed fuel tank; raised centre of gravity, affected the driving position and front axle position. Thesewill areas a more conventional design will add to the 2024 car’s performance.

R.C.: Besides Adrian Newey, is there any other designer really capable of making a difference?

C.S.:Well of course James Allison is another name, but he is less of a designer and more of a manager. Its harder to identify a good designer now, the tech director’s don’t create designs orconcepts any more. Newey is unique in this respect and perhaps the last of his kind.
In terms of other big names, I have a lot of respect for James Key, Paddy Lowe, plus I feel Tim Goss is often overlooked.

R.C.: Looking to the long-term future, the new architecture of the 2026 Power Units will also have a major impact on the design of the F1 car. Is the electrification of powertrains really the onlyway to achieve the 'Net-Zero Carbon' target?

C.S.:I believe that electrification is the most obvious way, ignoring it, is just throwing away hard earned kinetic energy every time the car brakes. But I have to add the PU solution that the 2026 rulesended up with are huge compromise and there could have been a better package, if the effort could have been made to agree on them.
Personally, I’m not sure of the long term option and cost of synthetic fuels, but I see they are a good interim solution.
I agree the 50-50 split of power between combustion and electric is about right for 2026. I believe it can go further in the future and take some different powertrain formats that could retainsome form of combustion tech.

Leggi anche: Esclusiva - Intervista Craig Scarborough: il dominio di Red Bull e Newey, i rivali e il futuro della F1