In its 1100th Grand Prix in F1 (China), Ferrari experienced two firsts: winning a Sprint and suffering a double disqualification.
400 races ago, Michael Schumacher won his seventh world championship in Spa, and since then, commemorations have been ill-fated. Bitter seasons followed, with few victories—some extraordinary yet also deceptive—that fans have learned to make do with. Some cry out about a curse, recalling the long drought between Scheckter and Schumacher.
A sad ranking, but it’s not 2020
The standings are bleak, worse than the dreadful 2020 when the SF1000 raced with 70 fewer horsepower without the ability to react. However, comparisons are risky; 2025 may not necessarily be a grueling marathon. One thing is certain: the SF-25 is not the SF1000. The question is whether this is just a false start that will soon be forgotten (today, everything is forgotten much faster) or if it conceals disorder, a programming issue, and even leadership problems within the departments. Loic Serra, the technical director, was a gamble by Fred Vasseur: he took charge, overseeing experienced engineers, and now faces a major problem to solve while the 2026 single-seater progresses in parallel.
Why Lewis Hamilton’s disqualification is more concerning
The more troubling disqualification in principle was Hamilton’s, as it means the car could not sustain the same performance for many laps. This is the most significant point of reflection for the engineers.
In this case, it must be said that Frederic Vasseur handled an unacceptable consequence unconvincingly. This is not about pointing fingers, but to be honest, all teams operate at the limit, yet disqualifications do not rain down because of it. The Frenchman has the toughest job in motorsport, but a double exclusion cannot be trivialized and deserved a discussion; otherwise, it may suggest uncertainty about what is happening behind the scenes.
After a first year of adaptation and a second of growth, will Frederic Vasseur prove better than his predecessors by overcoming these difficulties?
Waiting for updates
Ferrari has quickly gone from being immature to misunderstood, yet it possesses technical efficiency worthy of a great car—it would be a grave mistake to waste it. Understanding the car can make a huge difference, but time is running out. The next two races are crucial. Contrary to widespread belief, Suzuka may not be a worse track than China before returning to Bahrain, where a new floor is expected to be introduced. The first upgrade package could indirectly expand the range of ride heights, but it was not designed to solve a specific problem. The SF-25 has excellent aerodynamic efficiency, but its weakness has been identified in the stiffness of the rear end. This does not mean that setup adjustments cannot still make a big difference. It is a path that requires many kilometers of testing. Harder compounds may help, just as higher tire pressures did not harm performance in the Sprint race won in Shanghai.
Solutions for Suzuka
Considering Melbourne (with bumpier asphalt, but not dramatically so) and then Shanghai, which had a smooth surface, we might see a relatively stronger Ferrari at Suzuka—especially if other teams are also forced to raise their floors due to compressions. This will require setting up the car to minimize skid block wear under the chassis and avoid unnecessary risks.
A very fast car—if understood
Ferrari must push, but the car is not in a condition to withstand experiments. No new floor or significant updates will arrive before Bahrain. Engineers need to better understand and interpret the car’s setup without excessive “headline-making moves” that have led to mistakes. The SF-25 is neither a simple nor a perfect car—it has hidden limitations—but it can be extremely fast if properly understood. The team must start from here, without grand declarations or excuses, to surprise everyone.
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