The Ferrari SF-25 appears almost unchanged to the naked eye, but a closer analysis of track images and our comparative photos has revealed the key differences. Here’s our technical analysis of the updates introduced by Ferrari for the Austrian Grand Prix.
The Maranello team has planned a series of corrective actions to address the issues of the SF-25, a car that has shown several technical limitations. One of the most critical areas is the rear, which remains the car’s main weakness. This flaw prevents both Charles Leclerc and Lewis Hamilton from running the car at its intended ride heights and using the setups originally designed for Project 677.
To recover performance, the Ferrari engineers and technicians have progressively been altering the car’s concept, modifying key components. Among these, the floor is a central focus. For Austria, the floor features minor aerodynamic changes aimed at improving vortex management. Compared to the Barcelona specification, there are several differences spread across multiple areas of the floor.
There are numerous changes for a more stable floor. The first noticeable update is the small flap at the end of the outermost fence. It now has a straight profile rather than the stepped design seen up to the Montreal Grand Prix weekend. Managing the vortices flowing toward the floor edge wing is crucial here, as even slight adjustments can significantly affect aerodynamic balance. As a result, the floor edge wing is directly influenced. While the number of blowing elements remains unchanged, their positioning and the height of the wing have been revised.
The new design is taller by several millimeters and follows a flatter curvature, which should enhance the floor’s ability to generate effective vortices at various heights. Important changes have also been made to the blade located just behind this area. Its support bracket has been slightly repositioned to better manage the flex of this component.
There are also updates to the diffuser. Ferrari has fine-tuned the area where the underfloor airflow expands the most. The floor wall has been modified, particularly at the junction between the vertical sidewall and the floor roof, where there is now a more pronounced nolder. This tweak is likely aimed at improving the efficiency of airflow extraction from underneath the car.
Another notable change can be found just ahead of this area. The bulge located on the floor’s elbow is now more pronounced and seems designed to compress the air into the volume, speeding it up again. This helps increase downforce and improves the floor’s efficiency across a wider range of speeds.
