What watching trackside in Bahrain indicates about F1 2023

The carbon fibre-revealing paint stripping isn’t quite as offensive on the eye as originally feared. That’s the first major impression after heading trackside and watching the floodlights bounce off the bodywork of Formula 1 cars as daylight fades to dusk at the Bahrain International Circuit during pre-season testing.

In this writer’s view, predominantly white liveries on racing cars look unfinished (apologies, Martini stripes!). Contemporary F1 ground-effects regulations necessitating drastic weight-saving measures that result in teams running with naked carbon fibre panels feels like the new equivalent. Combine that with the recent switch by many to a matte finish and the risk is that the grid looks downright dull. Certainly, the McLaren MCL60 is short on papaya and the Alpine colours are much more washed out this year, but they’re not quite the monochrome cohort as made out during the launches.

The Red Bull paint scheme team have left the lower part of the sidepod exposed but, with the dark blue base layer just above, there’s not too much of a discernible difference between the two hues. The black Mercedes W14, which below the halo and off the nosecone is predominantly bare, returns to being a true Silver Arrows under the lights as it shines a metallic dark grey.

But this positive spin comes with some caveats. For one, seeing so much exposed carbon fibre weave during testing feels like you’re watching proper unfinished prototypes running in secret. Perhaps the muted colours will irk far more during the season-opener in a week’s time. Likewise, during the dusty morning sessions, the absence of reflections is more noticeable as the shady W14 comes to resemble something Batman might take to a trackday. And you get the impression that during a drizzly FP2 session at Imola, they will look downright bland on camera.

Low-light conditions at the end of day one also exaggerate the sparks flying off the Ferrari through Turn 12, the uphill open right-hander. The red car is the most unsettled by a subtle bump at the apex and takes its time to settle back down after triggering a hopping sensation. The MCL60 and Aston Martin are similarly deflected while the Mercedes and Williams looked totally unflappable. But before this should be read as a return of porpoising, it is later revealed that some teams have decided to adopt extremes of set-ups in order to isolate when the pogoing is initiated so they can wind their way back to largely eliminate and control the sensation.

PLUS: Has F1's porpoising problem been eradicated in the 2023 cars? 

The dark liveries don't all stand out as the sun sets in Bahrain

Photo by: Mark Sutton / Motorsport Images

What appears more permanent throughout day two is the emergence of an agile Aston. This is testing, so Fernando Alonso might well be sent out repeatedly with low fuel to exaggerate the energy with which the car turns in on the yellow-walled Pirelli tyres. Regardless, it impresses all day. On the approach to the downhill, off-camber Turn 10 there’s no locking wheels or understeering theatrics on entry and he’s very quick to pick up the throttle.

PLUS: What we learned from day one of testing in Bahrain

It’s a similarly promising spectacle down at Turn 12 where the two-time champion likes to open the corner by positioning the AMR23 far over the outside kerb before violently jinking the steering wheel to the left. The Aston is happy to respond and again he’s immediately depressing the accelerator.

It’s not a flawless spectacle as the rear-axle of the green machine steps out several times under power on the exit of Turn 4, where the track falls away and the car goes light. Those moments of opposite lock aside, it appears to be a convincing step forward on where the Silverstone squad found itself this time last year.

Of Red Bull’s main rivals, the Ferrari appears to be haunted by ghosts of the recent past in so far as mechanical grip, rather than aero, seems to be a limiting factor

In the suspected midfield maelstrom, the behaviour of the McLaren also needs singling out, but not for the same positive reasons. The MCL36 of 2022 was blighted by inconsistent balance from one corner to the next. It doesn’t appear that this unwelcome habit has been banished by the arrival of the MCL60. Watching Lando Norris in the morning, admittedly when the track temperature has crept above 40 degrees Centigrade and the tyres are quick to overheat, it appears as though he is an unsettled driver.

Several sizeable lock-ups into Turn 1 don’t help his case. But, even between botched braking zones, of which there are many, the front axle looks lazy and slow to respond. The Brit often washes wide and must bide his time until he can jump back on the power. Some of this might be attributed to him circulating with full tanks. Either way, there’s not exactly an abundance of evidence to suggest that, underneath it all, there lies a confidence-inspiring chassis. Oscar Piastri also suffering with understeer and being cautious on the throttle in the afternoon and the car appearing to be easily deflected by bumps and over the kerbs suggest both are uncomfortable.

The McLaren drivers have not always looked comfortable in the MCL60

Photo by: Mark Sutton / Motorsport Images

The Red Bull pairing are much more contrasting. As reflected in Max Verstappen’s personal best lap of 1m31.650s, which dropped the times below his late low-fuel glory run at the circuit in testing in 2022, the Dutch ace seems ominously happy behind the wheel. The aggression with which he attacks the Turns 5 to 7 slalom is remarkable as the car responds to every input by darting violently through the left-sharp right-left.

Sergio Perez seems to struggle far more, whether on the medium or white-walled hard tyre. Again, it’s important to consider that the hotter temperatures of the early afternoon are not his friend. But lap after lap he’s making a meal of Turn 10. Over the course of half an hour and two compounds, there’s half a dozen heavy lock-ups of the inside wheel. Sometimes he can keep the car on the island. On other occasions, he runs the RB19 off the asphalt and over the sandy exit strip before rejoining some way down the back straight.

As the undeveloped RB18 early into last season underlined, Perez is far-better suited to managing an unstable front end than he is a skittish rear. While his struggles in Bahrain this time around indicate unhappiness with the fronts, it could still be initiated by a looser back axle. Given the steep descent into the shallower Turn 9 kink, the rear can go light and step out of line. If a driver keeps applying the steering lock to make the corner and the front suddenly grips, it can snap wide to explain Perez’s frequent troubles.

Of Red Bull’s main rivals, the Ferrari appears to be haunted by ghosts of the recent past in so far as mechanical grip, rather than aero, seems to be a limiting factor. There’s frequent episodes of understeer and short stints as the tyres cry mercy before long for Charles Leclerc and Carlos Sainz. While Mercedes has so far owned up to balance issues, the W14 looks much more consistent (if clearly lacking the 'wow' factor of the Red Bull) as the second day wears on.

The Williams is similarly stable as Logan Sargeant pounds round on his way to an unmatched 154 laps. In view of his significant track time, the occasional lock-up is excused. Otherwise, the car looks planted. But it's through the Turn 5-7 complex that Verstappen has not long nailed that the American must back off massively as the FW45, like its predecessors, seems to have a downforce deficiency.

While Mercedes has owned up to balance issues, the Red Bull - in Verstappen's hands - has looked more planted

Photo by: Mark Sutton / Motorsport Images