What if SF-24 aero updates worked better than expected? Analysis of Ferrari's issues in Spanish GP

Scuderia Ferrari collected very little from the tenth round of the 2024 Formula 1 championship, the Spanish Grand Prix, which was held last weekend at the 4.657-kilometre Circuit de Catalunya in Barcelona. The Maranello team collected only 22 points to add to the constructors’ standing, despite the fact that the SF-24 single-seater arrived at Montmelò with a significant aerodynamic update package, changing the underbody, sidepods, diffuser, and rear wing. However, these changes caused many issues over the Barcelona weekend, with Ferrari’s updates needing careful analysis in order to extract their potential.

The Ferrari SF-24 faced a true test at the Circuit de Catalunya in Barcelona. The approximately 4-kilometre Catalan track has long been a decisive and significant venue for cars, both from a mechanically and aerodynamically point of view. The long, high-speed corners allow for an evaluation of the Maranello team’s factory work. After the Imola weekend, with the debut of the updated SF-24 version in the Emilia Romagna Grand Prix, Ferrari’s expectations soared, and the updates initially planned for the British Grand Prix at Silverstone elevated them even further.

Returning to the Spanish Grand Prix, according to Carlos Sainz, Ferrari struggled in the corners due to the unexpected return of bouncing. This phenomenon was not seen in any of the SF-24 cars from Bahrain to Canada and suddenly the problem reappeared last weekend in Barcelona. The most similar track in terms of characteristics is Suzuka, where Ferrari managed to maintain a stable platform without bouncing during the snake section. The return of this phenomenon could have two causes: one mechanical and the other aerodynamic.

The aerodynamic work conducted by the team led by Diego Tondi, Ferrari’s Head of Vehicle Concept, produced an SF-24 single-seater that performed effectively on most circuits in the first half of the 2024 Formula 1 championship. However, after the aerodynamic update introduced by the Maranello technicians in Spain, it seems that the second version may have caused a step backward for the Italian side. Or perhaps not? Observing the data and degradation, there seems to indeed be a gain in downforce points after the updates to the underbody, sidepods, and diffuser. However, Ferrari was unable to harness the additional downforce during the Spanish weekend. If so, the SF-24’s problem lies in the suspension setup, which might be too soft for the generated load. This explanation is supported by the difficulties both Charles Leclerc and Carlos Sainz faced in high-speed corners. Sections of the track where, besides efficient aerodynamics, support from the suspension system is crucial.

Pushing the SF-24 to its limits might have reached the upper threshold of rigidity currently available on the car. This rigidity does not involve the rotary dampers but the third mechanical element. This element manages the roll and behavior of the car during direction changes, where maintaining a parallel position to the ground is crucial. This behavior is even more critical for the current generation of Formula 1 cars, where a millimeter imbalance between the right and left sides negates the aerodynamic seal of the underbody, triggering bouncing.

Therefore, the problem seems to be caused by the suspension system, which may have reached the maximum rigidity limit of the third element. The first version of the updated SF-24 likely had a load level that kept the suspensions within the right range, but the new aerodynamics might have changed things for the Ferrari F1 car. The impressions, confirmed by team principal Frederic Vasseur at the end of the Spanish Grand Prix, suggest the updates are fine but have extracted much more downforce than expected, straining the suspension system.

Ferrari was likely aware of this possibility and chose Barcelona to test and understand the aerodynamic package which was initially planned to be introduced next month in the British Grand Prix weekend at the Silverstone circuit. After all, they must be very confident to bring forward such important parts by two weeks, potentially turning the 2024 Formula 1 season around in England, where the remaining 20% of the updates seen in Barcelona will arrive. Could it be a substantial upgrade to the suspension system to widen its usage window? Additionally, after choosing this aerodynamic philosophy and aware of the great development potential, it is unthinkable that Ferrari did not design a rear/front suspension capable of handling significant downforce values.