Ferrari chooses rear brake balance for Bahrain amid SF-25 setup compromise

Earlier today we talked about Ferrari and the driving technique that Charles Leclerc has implemented during the Formula 1 Japanese Grand Prix which was held last weekend at the 5.807-kilometre Suzuka Circuit. It went under the radar for many observers, but not for us. The Monegasque driver nailed it thanks to the support of his working group. A collective effort that worked really well, greatly limiting the rotation deficit that instead continued to plague car number 44.

Now we go into more detail on the matter, adding various interesting pieces of information to better understand the measures studied by the Italian side’s engineers and technicians. We know that Ferrari is working a lot on brake balance, both static and dynamic. The technical terms used are “brake balance” and “brake migration.” The first refers to the static adjustment of the brake distribution, which is generally changed several times during a lap.

In order to achieve the best performance in each corner, you need to find the right compromises to maximize it. An advanced brake balance requires more effort from the front axle, which will have more weight to manage, meaning the grip percentage used during braking will be higher. This tends to produce more understeer, a condition Ferrari obviously wants to avoid.

For this reason, Ferrari is currently using a rearward brake balance. As always, it is a series of compromises, which the Maranello team has been working on tirelessly in the simulator ahead of the next round of the 2025 Formula 1 championship, the Bahrain Grand Prix. Moving the balance rearward means the rear tires will be more stressed, potentially overheating them, especially on a rear-limited track like the 5.412-kilometre Bahrain International Circuit in Sakhir.

The brake balance offset is maintained on the front and never drops below 53-54% at the front. Brake migration, or “brake shape,” as it’s called, especially by seven-time Formula 1 world champion Lewis Hamilton, is essentially the dynamic change in brake balance depending on the pressure the driver applies to the pedal. This adjustment is electronic, not mechanical.

Ferrari is specifically working on these aspects with the clear goal of gaining an advantage in improving the car’s handling on track. The target is to limit the lack of rotation, offering more confidence to the Ferrari drivers. As mentioned, Charles Leclerc has already tested this technique last weekend at the Suzuka International Circuit, while his Maranello teammate is still learning the full effects of the various knobs available on his car.

But the work is not done by the drivers alone, as it is a collective effort involving a team of technicians and engineers who help the drivers extract the maximum potential. It is up to the driver to figure out what works best for his driving style. Of course, the adjustments are quite complex, and getting an immediate and positive response to changes in these two parameters is anything but simple.

An air intake modification could help. On one hand, considering the nature of the Bahrain scenario with high temperatures, brake ducts designed specifically for the conditions would be very effective. However, what we have learned suggests the possible modifications are also linked to the already significant rear brake effort during braking. A larger amount of heat needs to be dissipated to avoid overheating the tires and increasing degradation during long runs.

The Italian team is pushing hard to get closer to the desired performance. It is worth noting that we are talking about a temporary solution, as Ferrari plans to “reposition” the car’s balance in the coming weeks, aiming to unleash the untapped potential that team principal Frederic Vasseur has been talking about for weeks. In this regard, we should know more tomorrow.