Ferrari chasing on the technical entrance (and past)The large information within the Ferrari Components 1 world as of late is undoubtedly the current revelation that the Maranello workforce is engaged on a modified rear suspension, with the clear aim of addressing the deeper points the SF25 has confronted up to now, with out resorting to superficial fixes that might, in actuality, solely be non permanent options. This, nonetheless, prompts a lot reflection on a number of fronts, from the technical aspect to the managerial and sporting points.
A essentially excessive rigidity, but nonetheless inadequate: a series of problemsStarting from the technical standpoint, following information and the 2025 Components 1 season’s progress, there has all the time been the sense that the Maranello automotive suffers from a elementary concern situated on the rear finish of the automobile, with the mechanics of that half enjoying a big position. Ferrari’s apparent want to boost the automotive from the very first race was a notable sign on this sense, with clearly higher performances within the Dash races additional confirming preliminary impressions, and with Lewis Hamilton’s disqualification in China eradicating any remaining doubt. These are probably the most putting episodes, however race and check information, together with the winter pre-season testing session in Bahrain, have constantly pointed to floor clearance, with the automotive all the time seeming to carry out considerably higher beneath sure particular load situations and corresponding trip heights, as if it solely operates appropriately inside a slim design window at sure distances from the bottom. The rear-end downside now seems to be twofold: on one hand, so as to reduce the necessity to elevate the automotive, Ferrari has tended to run a really stiff rear axle setup, most likely always close to the utmost rigidity attainable, however which has nonetheless confirmed inadequate to keep up the supposed trip top.
Extreme rear stiffness, for instance, leads to worse traction, and it’s no coincidence that in China, the place it’s clear that the Maranello technicians and engineer tried to decrease and additional stiffen the automotive after the Dash win, Charles Leclerc complained concerning the “Dragster-like” traction of George Russell’s Mercedes forward of him in comparison with his SF25. Nor does it appear coincidental that in numerous rigidity checks at winter testing in Bahrain, the Monegasque driver even spun on his personal, such was the dearth of rear grip when getting again on the throttle. Additional affirmation comes from the truth that the rear of the automotive tends to oversteer out of each nook, struggling to search out the mechanical grip wanted to place energy to the bottom, because of the excessive stiffness setting. However, the confirmed have to considerably elevate the automotive to stop extreme plank put on is proof that even the suspension stiffness achieved isn’t adequate to stop the platform from dropping too low beneath load, inflicting the ground to hit the tarmac.
A serious concern, which ends up in a cascade of additional issues each in quick corners and much more so in sluggish ones. Drivers always complain about lack of downforce, attributable to the elevated trip top that limits aero efficiency. That is felt even in sluggish corners, compounded by the mechanical stiffness that already makes the automotive laborious to deal with. Whereas it’s true that downforce is simpler at excessive speeds, it’s additionally true that the corrections attainable in sluggish corners are far much less efficient. In easy phrases, including a number of extra levels to the wing (or beam wing) will help offset a scarcity of general downforce at excessive speeds (ignoring the results on steadiness and effectivity), however in low-speed corners the effectiveness of aero surfaces decreases quadratically, making it practically unimaginable to search out changes that actually generate the identical quantity of grip. Briefly, one downside results in one other—particularly with this era of automobiles—and, as talked about earlier, the clues all appear to converge on the rear suspension, which the Maranello workforce is trying to revamp.
An issue of design goal identification greater than simulationOnce the issue (or interconnected issues) is known, the rapid subsequent query is the place it comes from and the way a company like Ferrari might fall into such obtrusive errors in programs just like the suspension group, which is simulated in nice element utilizing Maranello workforce’s dynamic rigs, specifically instruments that normally ship extraordinarily high-fidelity outcomes. The one believable reply is that the error doesn’t lie within the simulation itself, however within the enter the engineers fed into it, with an general load steadiness on the design automotive that evidently didn’t match the truth of the observe, making a weak hyperlink within the rear finish. We all know that the automotive was redesigned by 99%, and that the load distribution additionally modified considerably. We’ve additionally seen that aerodynamically they’ve tried to reverse the paradigm of this era of naturally understeering automobiles by shifting the middle of strain ahead, giving the entrance finish way more power than the rear.
One thing clearly went unsuitable within the course of, particularly contemplating that some key choices concerning the SF25 have been made within the absence of a technical director at Maranello, throughout Fred Vasseur’s interim. The impression is that though the entrance is considerably stronger than earlier than, which Charles Leclerc certainly appreciates, the way in which the masses are distributed finally ends up impacting the rear greater than anticipated, pushing it out of the best vary for the suspension group. If that’s the case, it’s removed from a small error, however it additionally confirms the problem and unpredictability of this era of ground-effect automobiles. Whereas it’s true that Ferrari has lacked a profitable cycle, no different workforce has had a flawless path both.
The ultimate query that naturally arises is whether or not it actually is smart to pursue such a radical change as a suspension redesign, contemplating lifelike timelines and a championship scenario seemingly past saving in each standings. The doubt is strengthened by one concrete issue: from what we’ve seen, the SF25 inside its superb working vary might have been an excellent automotive in the beginning of the season, most likely a minimum of a secure second-best. The issue is that the automobiles working on observe now are already not the identical as initially of the season and can proceed to evolve quickly within the upcoming races, with all groups having to speed up growth to release engineers as early as attainable for the 2026 Components 1 undertaking. Ferrari, for its half, introduced the primary flooring improve—accredited earlier than the rear-end concern was found—in Bahrain, after which little else, with rumors suggesting solely minor changes on a race-by-race foundation.
It’s no coincidence that Ferrari workforce principal Vasseur continues to downplay expectations about aerodynamic updates, seemingly ready to see whether or not the brand new suspension will truly be accredited, and possibly placing another packages on maintain, additionally to remain inside the finances cap, till it’s clear what mechanical platform they are going to be working with. This implies Ferrari shall be considerably behind in a yr when everybody else is forward, elevating the query of whether or not it actually is smart to speculate a essentially giant period of time, individuals, and cash in attempting to radically straighten out the SF25 undertaking, solely to maybe obtain a number of remoted victories. Particularly contemplating that the rule change will render a lot of this yr’s work largely ineffective for the following one. The reply appears to lie solely in picture and within the relationship with the followers. Ferrari, in spite of everything, can not afford to throw away a whole season by giving up fully after simply six races out of twenty-four—particularly in Lewis Hamilton’s first yr in crimson, which is itself a significant funding when it comes to numbers.
The media backlash could be immense, and Maranello essentially has to strive every part to provide itself an opportunity, even when not profitable both title will make the season a failure when it comes to outcomes. Added to that is seemingly the try and include the frustration of Lewis Hamilton and Charles Leclerc, attempting to instill some confidence in them waiting for the brand new 2026 automobiles. In any case, this too is a part of what it means to be Ferrari.
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Might 13, 2025
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