Ferrari’s new rear suspension system is about to make its highly anticipated debut: here is how the Scuderia Ferrari engineers have intervened to unlock the true performance potential of the SF-25 single-seater car.
For several months now, much of the discussion in the Formula 1 paddock has revolved around the new rear suspension system developed by the Scuderia Ferrari technical department. Its initial rollout is scheduled for tomorrow during a filming day at the historic Mugello Circuit in Tuscany. However, in order to get a closer look at its configuration and observe it under racing conditions, we will have to wait until the Belgian Grand Prix at Spa-Francorchamps, where it will officially be introduced on track. Until then, we can analyze what has emerged in recent weeks regarding the technical approach behind this major upgrade.
The current 2025 Formula 1 campaign has proven to be a challenging one for the Ferrari SF-25. Even though the 2026 season and the arrival of a radically new technical regulation are fast approaching, the Maranello-based team has opted not to halt development work on the current car. Instead, Scuderia Ferrari has remained focused on implementing updates that can help unlock performance from the SF-25 project.
A number of corrective updates introduced over the past months have indeed improved the overall competitiveness of the car. However, the Ferrari SF-25 still suffers from a performance window that remains too narrow. These incremental upgrades alone have not been sufficient to significantly broaden the range of operating conditions in which the car performs optimally.
Despite its limitations, the Ferrari SF-25 has demonstrated flashes of strong performance. Yet, the main limiting factor continues to be its rear suspension system, which prevents the team from fully exploiting the car’s aerodynamic and mechanical potential. At present, the rear suspension is not capable of adequately managing vertical loads, leading to excessive wear on the plank underneath the car—an element whose degradation is strictly monitored and regulated by the FIA.
As a result, the team has been forced to raise the ride height of the car and to stiffen the suspension setup to stay within regulatory limits. This compromise inevitably comes at the expense of performance. The main objective behind the introduction of the new suspension is precisely to resolve this issue: it is designed to allow the SF-25 to run at a lower ride height while still retaining enough adaptability in suspension stiffness to suit the specific characteristics of different race circuits. This should, in theory, finally allow Ferrari to expand the narrow operating window that has hindered performance so far.
Repositioned Suspension Arms and Redesigned Covers: Key Features of the New Ferrari SF-25 Rear Suspension
In order to help the SF-25 maintain a lower ride height and a more stable and rigid aerodynamic platform—particularly during cornering—the new rear suspension is likely to include repositioned suspension arms. Specifically, the attachment point of the upper front wishbone and the rear mounting of the lower triangle could be moved forward, with the aim of reducing both body roll and pitch under braking and acceleration.
A reduced tendency for body roll in high-speed corners, enabled by the increased rigidity offered by the redesigned suspension layout, would allow the underbody and floor of the car to operate more consistently and remain more parallel to the track surface. This is critical for maximizing downforce generation.
Such a configuration would ensure continuous and more stable aerodynamic load distribution. It would also help reduce load transfers that can destabilize the car by minimizing changes to the center of gravity. This is precisely one of the key factors behind the competitive advantage currently enjoyed by the McLaren Formula 1 team.
Additional Refinements and Integration with Recent Aero Updates from Austria and Silverstone
Beyond the repositioning of the suspension arms, the aerodynamic covers surrounding these components are also expected to undergo redesign. These changes will help adapt the new suspension architecture to the updated aerodynamic requirements. In today’s Formula 1, suspension arms are no longer simple mechanical links—they act as aero surfaces with specific airfoil-like profiles and are now fully integrated into the aerodynamic package of a modern F1 car.
As such, any modification in their placement requires a corresponding redesign of the suspension arm covers to ensure optimal aerodynamic efficiency. The new rear suspension is expected to work in close synergy with the updated floor introduced by Scuderia Ferrari at the British Grand Prix at Silverstone—a package of upgrades that has already shown encouraging signs of improvement.
This major suspension update could prove to be decisive for Ferrari’s 2025 Formula 1 season. While it may be almost impossible to fully close the gap to McLaren in terms of overall performance, the new rear suspension could finally unlock much of the SF-25’s untapped potential, enabling Charles Leclerc and Lewis Hamilton to fight for victory in selected races during the second half of the championship.
While we await the technical debut of this system in competitive action at Spa-Francorchamps, the new suspension will first hit the track tomorrow during the private filming day at Mugello. However, no detailed information or images will be made available following that event. Therefore, Formula 1 fans and technical observers will have to wait until the Belgian Grand Prix to see how Ferrari’s latest innovation performs under pressure.
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