The spectre of reliability has returned to haunt Scuderia Ferrari, with fresh concerns arising after Charles Leclerc’s SF-25 suffered significant performance issues during the 2025 Hungarian Grand Prix. The problem severely compromised Leclerc’s race, relegating the Monegasque driver to a disappointing fourth-place finish despite a strong start and early control of the race.
The events of Sunday’s race at the Hungaroring remain a painful memory for many Formula 1 fans — not only for the supporters of Ferrari, but also for those who had hoped to see a genuine fight at the front. Charles Leclerc had begun the race in commanding fashion, managing his pace flawlessly and maintaining a safe gap ahead of Oscar Piastri in second place. However, what initially looked like a dominant performance from Ferrari ultimately turned into another bitter disappointment.
This analysis of the Ferrari SF-25 aims to shed light on a worrying development: the apparent return of reliability concerns that the Maranello-based team had hoped to leave in the past.
Technical analysis raises multiple reliability questions
Now that a couple of days have passed since the final race before the 2025 summer break, several detailed technical analyses have emerged. ScuderiaFans.com has also explored various potential causes behind Charles Leclerc’s sharp drop in performance during the race. Many observers initially focused on Ferrari’s attempt to protect the wooden plank under the car — an area that, if excessively worn, could lead to disqualification under FIA regulations. This strategic concern led some to believe that the team might have intentionally limited performance to stay within safe limits.
However, telemetry data paints a more complex picture. In this pre-race analysis, the goal was to identify every issue Leclerc experienced while driving. The telemetry reveals multiple symptoms — from sudden changes in car behavior, high tire pressure levels, and even agitated radio messages — which all seem to point to a mechanical issue that could not be disclosed over team radio.
Other teams also analyzed Ferrari’s situation using their own detailed telemetry tools and data collection systems. According to what F1inGenerale gathered from paddock sources, Ferrari was reportedly alternating engine mappings from lap to lap. These variations reduced the rev limit by around 300 RPM and cut top speed by over 7 km/h, likely in an attempt to reduce vertical load and save the plank during high-downforce phases of the lap.
Charles Leclerc was unaware of the real problem during the race
What made the situation even more difficult to manage for Charles Leclerc was that he was never told about the real nature of the problem during the race. According to analysis, higher tire pressures were used on the second set of hard compound tyres. These unusually high pressures appear to have caused the rear suspension to hit its bump stop more frequently — and this particular element is now being identified as one of the main suspects behind the issue.
The likely culprit is the heave damper, also known as the third element of the suspension, which controls the vertical movement and ride height of the car, especially under compression and load. The theory is that this component may have begun to fail after Charles Leclerc’s first pit stop. During that stop, the SF-25 was abruptly dropped from its jack, causing a hard impact with the ground. That moment could have triggered a chain reaction, which was made worse by the SF-25 driving over the aggressive kerbs of the Hungaroring — a track known for its physical demands on car suspension.
If this hypothesis proves to be accurate, Ferrari may be forced to confront yet another reliability concern — this time linked not to the engine or electronics, but to the car’s rear suspension system. While not necessarily a structural failure, such an issue could still open a worrying chapter regarding the long-term durability of the SF-25’s components.
A necessary but secretive measure
This theory also appears to make sense when considering that increasing tire pressures created a wider bump stop range, helping the car avoid repeated contact with the asphalt — a move that would have been necessary to protect the floor plank. Notably, these changes were implemented without Charles Leclerc’s knowledge and were not discussed over team radio, likely to avoid revealing the change to the FIA and triggering regulatory complications related to modified operating parameters.
Ultimately, Frédéric Vasseur’s post-race comments seem to have been justified. When the Ferrari Team Principal said Leclerc had risked not finishing the race, he may have been referring directly to this unspoken internal issue.
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