Ferrari’s three-day test at the Circuit de Catalunya in Barcelona follows closely after the initial Fiorano run with the SF-23. Among its many objectives is the gradual return to action for both main drivers, particularly Lewis Hamilton’s adaptation to the Scuderia, a program that is unusual compared to how other drivers typically integrate into a new team. The Spanish test primarily confirms Ferrari’s changed approach under its new technical leadership, following the late-2024 experiments that highlight a team seizing every opportunity to learn directly on track.
But let’s take a detailed look at how the Italian side is focused on changing its approach. In Barcelona, the Maranello-based team has embarked on a three-day testing program, as first reported by the Italian media. Lewis Hamilton and Charles Leclerc are alternating behind the wheel of the SF-23, using up all four Testing of Previous Cars days allowed by regulations before the season even begins. One might ask why Ferrari hadn’t done the same in previous seasons. A key incentive for using TPC days is the ability, starting in 2025, to run with 2023 cars—the first fully compliant with current floor regulations, which had their edges raised by 15mm after the first season of ground-effect rules to mitigate porpoising. However, the primary reasons lie elsewhere. Ferrari’s winter testing is rooted in a different work strategy, shaped by new leadership figures.
Last July, Diego Tondi took charge of the aerodynamics division following Enrico Cardile’s departure, followed by Loic Serra’s arrival as technical director in October. Since then, Ferrari has shown a more pragmatic approach, emphasizing direct track experimentation whenever possible. Beyond the Barcelona tests, a key decision in late 2024 was to forego further upgrades in the middle of the Constructors’ Championship battle, instead developing an experimental floor for 2025. This investment allowed Ferrari to improve stability through long, high-speed corners and, more importantly, to study aerodynamic behavior when the floor runs close to the asphalt, strengthening the correlation between real-world and virtual data.
The Importance of Track Testing A focus on correlation does not necessarily mean that wind tunnel and CFD simulations provide incorrect results. Even with the problematic 2023 car, Ferrari team principal Frederic Vasseur positively commented on the alignment between simulations and real-world performance in scenarios replicable in the factory. Frederic Vasseur stated that when the team brings something to the track, they observe the expected gains. He explained that if the wind tunnel predicts an increase of X points of downforce, the team sees precisely that on track.
The issues, common to all teams, arise with phenomena that cannot be simulated in CFD or the wind tunnel. These include sensitivity to porpoising, impact with asphalt and curbs, as well as the aerodynamic and mechanical response of the car to transients—movements when transitioning between different ride heights and postures. All of this affects drivability, which can only be properly assessed in real conditions. The French manager explained in 2023 that sometimes it is easier to refine innovations on track rather than in the wind tunnel. He mentioned that there are aspects of the car that cannot be replicated in the wind tunnel, noting that this wasn’t the case in the past, but with the current ground effect, it is now.
This is where the great advantage of on-track experimentation lies. It is no coincidence that Ferrari has mitigated recent seasons’ issues after test sessions conducted at Zandvoort and Silverstone in 2023 and 2024, respectively. Experiments also prove useful even with older components or those not intended for race use. This was the case with the late-2024 floor, which was never used in a race except for an unplanned debut in Qatar, and the same applies to the Barcelona test with a two-year-old car. Even without testing updates, on-track mileage provides an opportunity to deepen the understanding of physics at play and master various phenomena, knowledge that can be applied to future developments.
As a TPC session, Ferrari will not be able to install any new components on the SF-23 during the Spanish tests. The regulations prohibit the use of parts “that provide any information related to the current or previous championship cars,” and allow “only tools and sensors necessary for the car’s reliable operation.” However, this remains a gray area, as pressure sensors are always present on the floor—not only for safety reasons, as they help monitor potential damage and downforce losses, but also for aerodynamic analysis. Moreover, as of this year, the regulations limit TPC sessions to four days and 1,000 km per year for race drivers, signaling FIA and teams’ awareness of these tests’ significance for development and their effort to prevent an escalation.
Beyond Lewis Hamilton’s adaptation and other work programs, the Barcelona test provides an opportunity to experiment with various setup philosophies, study the car’s responses, and strengthen the understanding of ground effect in scenarios that cannot be replicated in the factory. This all takes place on the eve of the final season under the current regulations, where extracting performance will require pushing the physics of the cars to the limit, increasing the risk of unwanted side effects. Additionally, the Spanish track is the one that, in both 2023 and 2024, most exposed Ferrari’s weaknesses, such as porpoising, a narrow operating window, poor stability in long high-speed corners, and struggles in medium-speed turns. Between TPC tests and experimental floors, the Maranello team is adopting a renewed, more pragmatic and direct approach than in the past. How profitable it will be, only the track will tell.
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