Canadian GP qualifying: Ferrari’s rear suspension holds the key to reawakening the SF-25. Ferrari shows subtle signs of improvement in Canadian GP qualifying.

The qualifying session in Canada saw a Ferrari SF-25 showing small signs of recovery, which we aim to highlight in our qualifying analysis.

Fourth and eighth on the starting grid certainly don’t certify a step forward for the team in the overseas qualifying session. However, the type of circuit, the compounds used, and the load could have made things even more difficult for the Maranello team. Despite this, some, albeit small, signs of progress are present, as we try to explain in our analysis of Ferrari’s qualifying in Canada.

Scuderia Ferrari seems to have started down a path of improvement, though one that for now has little impact on the performance of the SF-25. The main issue lies in the rear suspension, which doesn’t allow the car to operate within the correct performance window. The rear end is locked in by a compromise that prevents the front from working optimally as it was designed to.

The arrival of the updated suspension, probably including a new wishbone layout, could unlock that elusive potential so heavily promoted by Fred Vasseur. The Ferrari Team Principal currently appears to be standing on the grid with a target on his back. However, the approach to the issues proposed by Loic Serra seems to have found the right path toward recovery.

The Italian team’s new Technical Director, back on track from Imola, seems to have finalized the new rear suspension. The new spec is expected to feature both internal and external modifications, with its debut planned for the British GP at Silverstone—barring delays or rescheduling. These changes aim to replicate the behavior characteristic of the Woking car, which we exclusively analyzed in Barcelona.

Qualifying analysis: Is Charles Leclerc returning to his driving style with the Ferrari?
Last year, Fred Vasseur clearly stated that the team kept working even when nothing was listed on the FIA’s updates sheet. That could apply to this weekend’s GP as well, where Ferrari brought a front wing from the SF-24 and showed a surprisingly positive behavior compared to what had been seen so far.

As early as Friday’s free practice, Charles Leclerc said he felt comfortable, despite completing only one run and crashing into the barriers at Turn 3-4. A similar feeling was seen in qualifying, where his performance in Sector 1 exceeded expectations. The telemetry comparison with Verstappen seems to show that something has really changed underneath.

From the first corners, Charles Leclerc’s SF-25 seemed to find the right operating window, bringing the C6 tires up to temperature almost immediately. His approach through Turns 1-2 showed great confidence, including throttle application to rotate the car. The same was true in the 3-4 section, where he had crashed on Friday—this time the car looked completely different. Traction, excellent rotation, and corner entry not seen in recent races. This approach paid off for Charles Leclerc, who managed to set the best overall first sector. However, we all know how the lap ended—aborted due to severe turbulence between Montreal’s walls.

Is Loic Serra previewing the suspension updates?
The main suspicion concerns some elements present on the SF-25 in Montreal. Chief among them is the front wing, already seen last year, but not officially listed as a new component, thus not a true update. Likely, the choice to revert to the old spec brought a significant shift in balance, allowing the car’s setup to be positively altered.

Still, suspicion remains because the car’s behavior in slow corners improved, with more rotation and reduced understeer. This could mean that the rear has become more suited to the drivers’ handling needs. This might have been achieved with new internal components that don’t require disclosure. Progressive-rate springs, new anti-roll bars, and retuned dampers could be the foundation for the new spec. Work that allows the team to collect as much data as possible even on a predominantly stop-and-go track.

These components, of course, still need to be fine-tuned, and most likely, to yield full benefit, they’ll have to work in conjunction with the new wishbone geometry.