Ferrari is active on the market, looking not only for engineers but also for staff who can strengthen the team. However, the emerging trend is that the engineers contacted are unwilling to come to Maranello. A troubling sign that makes it incredibly difficult to reinforce a structure that is already showing too many cracks.
The concern is less about the revision of the SF-25, as the upgrades have been decided and will arrive before the summer break, including a new floor and the much-discussed rear suspension and more about the birth of the 2026 Formula 1 single-seater, the project meant to bring the Prancing Horse into the new regulatory era of agile cars.
Every component will be entirely new: chassis, power unit, tyres, aerodynamics, very little will carry over from today’s models, as F1 undergoes a transformation with a new technological challenge, moving to power units that are 50% electric and 50% internal combustion. It is a pioneering shift that will put some manufacturers under pressure: paddock rumors once again place Mercedes ahead of the competition, and if that proves true, Ferrari would once again be chasing the Silver Arrows—just like in 2014 at the start of the hybrid era.
John Elkann and Benedetto Vigna had placed their faith in Frederic Vasseur’s project: to win the championship in the final year of ground-effect cars before the new regulatory cycle begins. But the 2025 Formula 1 season is turning into a disaster: the SF-25 was poorly born and, above all, cannot match the pace of rivals’ development. This car, completely redesigned compared to the SF-24, was supposed to offer aerodynamicists various development paths that ultimately did not materialize. The goals have failed miserably. McLaren has a clear advantage—reportedly nearly four-tenths per lap—a massive gap that cannot be closed before the end of the year.
So the real question becomes: is this working group adequate to take on the 2026 challenges? Loic Serra is an excellent engineer who came from Mercedes, where his absence is currently felt, to take on the role of technical director. A position he had never held before, entrusted to him by Fred Vasseur. But there’s a big difference between overseeing a project and managing an entire technical department. The Frenchman lacks the charisma needed to drive the team forward. After Imola, upper management demanded a quicker rollout of updates, but no such push has been seen—meanwhile, there was hope that changes in wing flexibility regulations would benefit Maranello. With stiffer profiles, some believed they could close the gap to the papaya cars, but Barcelona crushed that illusion. This appears to be a Ferrari that has lost its claws.
Is the problem purely technical, or do the causes run deeper? It’s surprising that Fred Vasseur’s contract, which ends in late 2025, completing a three-year cycle, has not yet been discussed for renewal, especially for such a strategic role moving forward. Perhaps the negotiations are being conducted in total silence, but many observers sense that a “cold front” has begun between Fred Vasseur and Ferrari’s ownership, similar to what preceded Mattia Binotto’s departure. The team principal continues to chase potential in the car that hasn’t materialized, while Lewis Hamilton, for instance, is already advising to write off 2025 and devote all energy to next year.
Is the team divided? From the outside, it is hard to say, but if John Elkann is considering a leadership change, the feeling is that it may already be too late. Rumors of interest in Christian Horner, a longtime favorite of the president, have been denied by British manager himself, who is defending his fortress in Milton Keynes. So, if change is coming, who could realistically take charge of the racing department in the midst of a technical revolution?
The recurring name is Antonello Coletta. The Italian manager is at Le Mans leading Ferrari’s charge in the 24 Hours. He was already offered the F1 team principal role before Fred Vasseur, but turned it down to pursue his clear WEC goals. He has won two editions of Le Mans and currently leads the World Endurance Championship. Once he secures the title, it’s possible he’ll be asked to return to Formula 1.
Antonello Coletta knows the company dynamics and the people. He would know where to intervene from within to give the Italian side a new direction. Although the head of endurance programs wants to stay where he is, it is worth recalling that early in the Sergio Marchionne era, he was brought into Formula 1 as a consultant and successfully reorganized the sporting department, discovering untapped internal talent before Maurizio Arrivabene was appointed.
Beyond contract matters, both Ferrari drivers are restless. Charles Leclerc is admired by Toto Wolff, and the delay in Mercedes renewing George Russell’s deal—now that the dream of signing Max Verstappen has faded—inevitably puts the Monegasque in focus. He is eager to finally drive a competitive F1 car. If Charles Leclerc wanted to move, he would have to invoke exit clauses, which are standard in contracts nowadays. Meanwhile, Lewis Hamilton’s disappointment could lead to an early retirement, sooner than planned. Ferrari could thus find itself without any drivers, despite currently fielding one of the best duos on the grid.
It will be interesting to see whether Maranello is on the verge of a bottom-up revolution, identifying engineers who can spark a turnaround under Fred Vasseur’s leadership—or whether, on the contrary, the change will come from the top, entrusting the direction to someone new at the helm of the racing division. We have reached a critical crossroads, and there is little time to act either way.
