Ferrari considers forward balance setup for Suzuka, but doubts about rear grip remain

An important Formula 1 weekend for Ferrari. There is no other way to put it when thinking about the Italian side, especially considering the poor showing from two weeks ago in the Chinese Grand Prix, with two disqualifications and zero points after a very difficult race at the Shanghai International Circuit. The Italian team has worked hard to bring the best version of itself at the 5.807-kilometre Suzuka Circuit. Ferrari team principal Frederic Vasseur has rallied the team, convinced that Ferrari has yet to extract the full potential from its SF-25 cars.

And, in fact, this time, it seems the Frenchman is right. In the Chinese Sprint Race alone, we saw something promising, where Lewis Hamilton, starting from pole, executed a perfect mini-race, managing his tires flawlessly and crossing the finish line ahead of everyone. That was Ferrari’s only real satisfaction, with Saturday’s pole position included. The rest was just a disaster.

The Prancing Horse has worked tirelessly over the past week. This has involved extreme use of the simulator, which, as we have previously reported, was expertly recalibrated after the Chinese Grand Prix. Data extracted from real-world conditions was then processed to provide maximum support to the Maranello engineers and technicians in their efforts to finalize the most suitable setup for the Japanese track.

This naturally refers to both aerodynamic and mechanical configurations. The interaction between these elements is crucial in modern Formula 1, where finding the right setup is always decisive for performance over the race weekend. As we know—something we discussed in a dedicated article—the FIA is determined to put an end to irregular flexing with a strict crackdown.

For this reason, the 0.25 millimeter tolerance from Shanghai is no longer in effect. Moreover, in addition to the usual static checks conducted by the International Federation before the race weekend, an additional dynamic inspection will take place. The governing body’s stewards will analyze footage to monitor wing aeroelasticity, with the power to intervene retrospectively and declare various solutions illegal if necessary.

On wing flexing, Ferrari has made significant progress in recent years. We pointed this out last week, following Charles Leclerc’s contact with his teammate at the start of the Chinese Grand Prix, which effectively destroyed the left front endplate on car number 16. Comparing the elasticity to the 2023 Mexican Grand Prix, where Ferrari suffered the same issue, the differences were evident.

The damage confirms the step taken, as the flexing of the front-wing specification was significantly greater. Like the rest of the F1 teams, Ferrari also had to fully comply with the FIA’s new regulations. No more localized flexing in dynamic phases, in any part of the wing. This is a measure we will keep a close eye on through onboard analyses.

Moving on the key aspect of this article, doubt over the Ferrari SF-25 balance remains. Thanks to images from the reporters and journalists that have the opportunity to access the Suzuka pitlane, we can examine the solution Ferrari has adopted for Suzuka in terms of rear wing. The Italian side is bringing the same specification previously used in Australia and China. The second additional flap appears unchanged, but we will have to wait for more photos to confirm the configuration. The Maranello team has chosen to maintain the same level of downforce to get a clearer picture of the car’s current technical framework.

McLaren, on the other hand, has opted for a higher-downforce specification. This can be observed by closely analyzing the main wing profiles. Although the frontal area appears similar, the angle of attack of the MCL39’s leading edges is noticeably higher. As Frederic Vasseur himself pointed out, the SF-25 is a car with a lot of untapped potential. We can confirm this, particularly in medium-slow sections.

The key question remains whether its performance in the faster sections will be on par with McLaren and Red Bull, as the currently narrow setup window of the Ferrari could make optimizing high-speed corners significantly more challenging. The first sector of the Japanese track will be highly representative—this includes the “snake” section, a defining feature of the spectacular Suzuka circuit.

Without a doubt, this is a crucial challenge, particularly for the front axle. The front end will be heavily tested in direction changes, a decisive factor for lap times. To eliminate understeer, the Maranello team is considering shifting the balance forward. However, the correct amount of rear grip must be ensured; otherwise, this choice could prove highly detrimental.