Ferrari’s Cautious Call: Why They Didn’t Attack Red Bull Strategically

In the thrilling world of Formula 1, every strategic decision can mean the difference between victory and defeat. At the 2023 Italian Grand Prix, the home crowd at Monza watched with bated breath as Carlos Sainz Jnr led for Ferrari, only to lose the top spot to the relentless Max Verstappen on lap 15. This pivotal moment set off a strategic chess match, with Ferrari ultimately choosing a conservative approach that would prove decisive in the race outcome.

Once Verstappen seized the lead, a critical strategic window opened for Ferrari. They had the option to immediately pit Sainz, attempting an undercut to regain track position. This aggressive move would then allow them to cover Red Bull’s subsequent actions with either Sainz or his teammate, Charles Leclerc. However, Ferrari’s team principal, Frederic Vasseur, revealed the team’s apprehension regarding an early pit stop. Despite the race distance being shortened to 51 laps due to a delayed start, the uncertainty surrounding tyre life, especially on the harder compounds, was a significant deterrent.

The Pirelli Puzzle: Unforeseen Tyre Challenges at Monza

Vasseur elaborated on the team’s dilemma, stating, “We were all a bit worried with the life of the hard [tyre]. We were a bit blind because we didn’t do a long stint before [in practice].” This lack of crucial long-run data meant teams were operating with incomplete information, turning race day into a high-stakes experiment. The Italian Grand Prix weekend presented a unique confluence of factors that intensified these tyre management challenges.

For starters, the Alternative Tyre Allocation (ATA) format was in effect, meaning teams had fewer tyre sets available for practice sessions. This inherent limitation already reduced the data collection opportunities. Compounding this, Sergio Perez’s spin in the late stages of Second Practice disrupted long-run preparations for nearly all teams, robbing them of valuable insights into tyre degradation over extended stints. This incident inadvertently created a level playing field of uncertainty for everyone on the grid.

Adding another layer of complexity, Sunday was the warmest day of the weekend, leading many drivers to report unexpectedly high tyre degradation. Further, Pirelli, F1’s official tyre supplier, had brought softer compounds to Monza compared to the previous year, a decision also seen at the Hungarian Grand Prix where ATA was used. This combination of warmer conditions, softer rubber, and limited data created a perfect storm of unpredictability for tyre strategy. Vasseur summarized the situation: “It was also a risk to stop very early. We were all at the limit. I think Max the last couple of laps had some issue with the front-left also and we had not so much margin.” Even the race leader, Max Verstappen, felt the pinch of tyre wear, highlighting the universal nature of the challenge.

Sainz’s Struggle and the One-Stop Commitment

From the cockpit, Carlos Sainz described his one-stop strategy as “very tight and very on the limit.” He openly admitted that the degradation felt higher than anticipated, leaning more towards a two-stop race in his estimation. “It did feel high deg for me,” he commented. “It did feel more like a two-stop than a one-stop.” Despite his instincts, Ferrari’s pre-race calculations had pointed towards a single stop, a commitment they ultimately upheld.

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Sainz’s candid remarks painted a vivid picture of the tyre struggle: “In the end we committed to one stop because that’s what our numbers suggested before the race. But honestly, I was probably five laps short in each of these things. The last four laps I did on the medium I did it with zero rubber left. And the last five laps, ten laps I did with the hard I did them with zero rubber left, that’s why I was sliding around so much.” His experience underscored the fine margins teams were operating on and the immense pressure placed on drivers to manage severely worn tyres.

Two-Stop Strategies: A Risky Gamble for Mid-Pack Teams

While the front-runners wrestled with a challenging one-stop, several teams in the midfield attempted two-stop strategies, largely without success. Liam Lawson, making an impressive debut, was the highest-placed driver on a two-stop strategy, finishing 12th (later promoted to 11th after Oscar Piastri’s penalty). This result highlighted the difficulty in making an additional pit stop work at Monza, a track where track position is paramount and the time lost in the pits is significant.

Alpine, struggling for performance at the high-speed Monza circuit, chose to split strategies between their drivers. Esteban Ocon ran a single-stop race, while Pierre Gasly opted for two. Gasly explained the rationale behind this gamble: “We thought we’ll try something different on both cars and if a Safety Car comes in at any moment then either Esteban will benefit from it, or I will benefit from one at a later point. But, when you’re lacking so much performance like that you’ve just got to gamble, unfortunately there is no secret when you are competitive it always ends up pretty well, when you are not competitive it’s way harder.” Ultimately, the gamble did not pay off for Alpine, underscoring that even clever strategy can’t entirely compensate for a fundamental lack of pace.

Alfa Romeo faced similar challenges regarding pace and tyre uncertainty, also deciding to split their strategy. This move proved more fruitful for them, as the one-stopping Valtteri Bottas secured a valuable point, their first since the Canadian Grand Prix. Their experience demonstrated that while risky, a varied strategy could occasionally yield rewards, especially when circumstances are unclear.

Even Sergio Perez, reflecting on the weekend, admitted to the widespread uncertainty. He joked, “I don’t know who brought the red flag there in the end on Friday…” referring to the incident (his spin) that limited crucial long-run data. “So nobody really did more than four laps, five laps and you don’t get to see what the tyre is going to do and also it was hotter today so I think it was a bit of a combination in the regard that the degradation was a little bit higher.” His comments perfectly encapsulate the collective challenge faced by all teams in deciphering the optimal tyre approach under unusual conditions.

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Looking Ahead: The Future of F1’s Alternative Tyre Allocation

The 2023 Italian Grand Prix offered a compelling case study on the impact of various factors on race strategy and excitement. The combination of the Alternative Tyre Allocation format, the selection of softer Pirelli compounds, and the disrupted practice sessions undeniably contributed to a race filled with strategic intrigue and unexpected tyre management challenges. As Formula 1 evaluates whether to commit to the ATA format for more races in the 2024 season, the lessons learned from Monza will be rigorously scrutinized. The debate will center on whether these elements enhance the spectacle by creating uncertainty and diverse strategies, or if they merely add an unnecessary layer of risk and unpredictability for teams.

2023 Italian Grand Prix Lap Data Insights

For a deeper dive into the race’s dynamics, enthusiasts can review the detailed lap data:

The positions of each driver on every lap. Click name to highlight, right-click to reset. Toggle drivers using controls below:

The gaps between each driver on every lap compared to the leader’s average lap time. Very large gaps omitted. Scroll to zoom, drag to pan and right-click to reset. Toggle drivers using controls below:

All the lap times by the drivers (in seconds, very slow laps excluded). Scroll to zoom, drag to pan and toggle drivers using the control below:

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2023 Italian Grand Prix Fastest Laps

Each driver’s fastest lap times are crucial indicators of raw pace and potential. Here’s a breakdown of the quickest single laps recorded during the Grand Prix:

Rank	No.	Driver	Car	Lap time	Gap	Average speed (kph)	Lap no.
1	81	Oscar Piastri	McLaren-Mercedes	1’25.072		245.14	43
2	1	Max Verstappen	Red Bull-Honda RBPT	1’25.240	0.168	244.66	33
3	55	Carlos Sainz Jnr	Ferrari	1’25.501	0.429	243.91	30
4	11	Sergio Perez	Red Bull-Honda RBPT	1’25.522	0.450	243.85	39
5	16	Charles Leclerc	Ferrari	1’25.580	0.508	243.69	38
6	44	Lewis Hamilton	Mercedes	1’25.582	0.510	243.68	29
7	10	Pierre Gasly	Alpine-Renault	1’25.758	0.686	243.18	44
8	40	Liam Lawson	AlphaTauri-Honda RBPT	1’25.842	0.770	242.94	44
9	63	George Russell”>George Russell	Mercedes	1’25.847	0.775	242.93	38
10	27	Nico Hulkenberg	Haas-Ferrari	1’25.894	0.822	242.8	50
11	24	Zhou Guanyu	Alfa Romeo-Ferrari	1’25.983	0.911	242.55	35
12	77	Valtteri Bottas	Alfa Romeo-Ferrari	1’25.988	0.916	242.53	27
13	14	Fernando Alonso	Aston Martin-Mercedes	1’26.105	1.033	242.2	43
14	4	Lando Norris	McLaren-Mercedes	1’26.144	1.072	242.09	24
15	20	Kevin Magnussen	Haas-Ferrari	1’26.278	1.206	241.72	42
16	23	Alexander Albon	Williams-Mercedes	1’26.389	1.317	241.41	33
17	18	Lance Stroll	Aston Martin-Mercedes	1’26.617	1.545	240.77	31
18	2	Logan Sargeant	Williams-Mercedes	1’26.840	1.768	240.15	16
19	31	Esteban Ocon	Alpine-Renault	1’26.963	1.891	239.81	33

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2023 Italian Grand Prix Tyre Strategies

Understanding the tyre choices and timings for each driver provides key insights into how different teams approached the race’s unique challenges:

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2023 Italian Grand Prix Pit Stop Times

Efficiency in the pit lane is paramount. These figures illustrate the speed and precision of each team’s pit crew during the Italian Grand Prix:

Rank	No.	Driver	Team	Complete stop time (s)	Gap to best (s)	Stop no.	Lap no.
1	4	Lando Norris	McLaren	23.727		1	22
2	11	Sergio Perez	Red Bull	23.819	0.092	1	21
3	16	Charles Leclerc	Ferrari	23.931	0.204	1	20
4	81	Oscar Piastri	McLaren	24.133	0.406	1	23
5	40	Liam Lawson	AlphaTauri	24.212	0.485	1	13
6	63	George Russell	Mercedes	24.215	0.488	1	19
7	1	Max Verstappen	Red Bull	24.228	0.501	1	20
8	31	Esteban Ocon	Alpine	24.249	0.522	1	24
9	44	Lewis Hamilton	Mercedes	24.255	0.528	1	27
10	40	Liam Lawson	AlphaTauri	24.281	0.554	2	33
11	27	Nico Hulkenberg	Haas	24.328	0.601	2	39
12	24	Zhou Guanyu	Alfa Romeo	24.396	0.669	1	11
13	23	Alexander Albon	Williams	24.538	0.811	1	15
14	77	Valtteri Bottas	Alfa Romeo	24.658	0.931	1	25
15	20	Kevin Magnussen	Haas	24.66	0.933	1	12
16	10	Pierre Gasly	Alpine	24.686	0.959	2	31
17	20	Kevin Magnussen	Haas	24.765	1.038	2	33
18	2	Logan Sargeant	Williams	24.779	1.052	1	14
19	14	Fernando Alonso	Aston Martin	24.798	1.071	1	21
20	55	Carlos Sainz Jnr	Ferrari	25.183	1.456	1	19
21	18	Lance Stroll	Aston Martin	25.667	1.94	1	20
22	24	Zhou Guanyu	Alfa Romeo	25.959	2.232	2	33
23	27	Nico Hulkenberg	Haas	26.095	2.368	1	14
24	10	Pierre Gasly	Alpine	27.376	3.649	1	10
25	81	Oscar Piastri	McLaren	31.799	8.072	2	41

More from the 2023 Italian Grand Prix

• Despite close battles at Monza, F1 drivers want more powerful DRS
• Monza “frustrating” for Alonso but Aston Martin expect better form in coming races
• F1 changed rules to stop Mercedes in 2021 but we won’t ‘cry foul’ now – Wolff
• McLaren will bring ‘follow-up to Austria upgrade’ before focusing on 2024 car
• Magnussen explains why his driving style rarely works with the Haas VF-23

Browse all 2023 Italian Grand Prix articles