Ferrari arrived at the Italian Grand Prix at Monza with a clear objective: to put one of its SF-25 cars on pole position in front of the Tifosi. The plan seemed straightforward. On one of the smoothest circuits of the calendar, often described as billiard-flat, the Scuderia bet on an extremely aggressive low-ride setup to maximize the car’s aerodynamic efficiency. But as often happens in Formula 1, what looked perfect in theory became a far more complicated challenge on track. The SF-25’s limitations forced Ferrari’s engineers and technicians to back away from its most extreme configuration, leaving Charles Leclerc unable to battle Max Verstappen and the McLaren MCL39 cars of Lando Norris and Oscar Piastri for pole position.
Ferrari’s aggressive low ride height plan
In preparation for Monza, the engineers in Maranello identified a way to unlock additional performance: run the SF-25 extremely close to the ground. With ground-effect cars, running low helps maximize downforce from the underfloor, which accounts for roughly 60% of the car’s aerodynamic load. This plan required a package of very low-drag wings, allowing the car to exploit the downforce generated by the floor without overwhelming the plank that sits underneath the chassis.
The reasoning was clear. Lower wing profiles with reduced chord and incidence not only cut drag, helping achieve maximum top speeds on Monza’s endless straights, but also allow the car to run closer to the ground without crushing the plank against the asphalt. In the simulations, the strategy seemed optimal: if Ferrari could combine the efficiency of trimmed wings with the benefits of running low, the SF-25 might have challenged the favorites.
The plank wear problem
The plank, a mandatory wooden board placed under the car to regulate ride height, has become one of Ferrari’s recurring headaches this season. Excessive wear on this part leads to disqualification, as happened earlier in the year to Lewis Hamilton at the Chinese Grand Prix.
With the SF-25, keeping the car low enough to maximize performance has often risked excessive plank wear, especially in situations where high downforce squashes the car too hard against the track. For Ferrari’s engineers, led by Diego Tondi, this was the classic “short operating window” problem: cover one area, and another remains exposed. The more aggressively they ran the car low, the greater the risk of being caught out by the FIA’s plank regulations.
Two wing options at Monza
Ferrari arrived at the Monza circuit with two different rear wing options. One was the proven specification from 2024, used successfully when Charles Leclerc won in front of Oscar Piastri. This version featured a flat main plane and a minimal flap, reducing drag but also making the DRS system far less effective, with only marginal gains in top speed when activated.
The question was whether that known solution would be enough or whether Ferrari needed to go even further, trimming the wing to extreme levels to reach the ride height settings validated in the wind tunnel and to give Charles Leclerc the firepower to fight McLaren and Red Bull.
Leclerc’s trimmed wing experiment
During the free practice sessions, Charles Leclerc tested a partially trimmed rear wing flap, with its trailing edge cut back. This modification reduced not only drag but also downforce, which in turn limited how much the SF-25 was being pressed into the ground. The goal was clear: keep the car fast in a straight line while avoiding the excessive plank wear that has plagued Ferrari all year.
On the other hand, Lewis Hamilton initially ran with a higher-downforce setup. But after practice data analysis, the Briton too converged toward the lighter configuration tested by his teammate. The result was an SF-25 that was quick but demanding to drive. Both drivers found the car unstable under braking and challenging through the chicanes, particularly the first Variante.
The compromise setup for qualifying
By the time qualifying came around, Ferrari abandoned the most extreme trimmed-wing option. Instead, they opted for a compromise: a slightly higher ride height combined with a less aggressive rear wing. The changes were subtle to the naked eye, but their impact on performance was undeniable.
Charles Leclerc’s task was further complicated by the lack of a slipstream. Unlike rivals who benefited from a tow on the straights, Charles Leclerc was the one providing a slipstream to Hamilton. This cost him crucial top speed and explains part of the 0.215s gap to Max Verstappen, who once again delivered one of his trademark “magic laps.”
For Ferrari, the decision reflected a clear shift in priorities. Rather than risk extreme setups for one-lap speed, the team focused on race performance. By avoiding the most trimmed wing, Ferrari hoped to protect tyre life over long stints, minimizing sliding that could have destroyed the rear tyres in a race scenario.
Red Bull’s successful gamble
While Ferrari hesitated, Red Bull committed. During FP3, the Milton Keynes team trimmed the trailing edge of their flap, gaining valuable top speed without running into plank issues. At the speed trap, Max Verstappen hit 348.6 kilometers per hour, only 2.3 kilometers per hour down on Charles Leclerc but significantly faster than Lando Norris by 2.9 kilometers per hour.
Crucially, Max Verstappen’s RB21 maintained strong performance in the technical middle sector of the lap. Ferrari’s pace faded after Lesmo 2, while Red Bull carried its momentum through the rest of the lap. Unlike the SF-25, the RB21 is not constrained by excessive plank wear, giving Red Bull the freedom to explore aerodynamic extremes Ferrari cannot risk.
A familiar starting position, a different context
Charles Leclerc will start from the second row at Monza, just as he did last year. But the context this time feels very different. In 2024, Ferrari’s aggressive setup and Charles Leclerc’s pace delivered victory. In 2025, the Scuderia finds itself constrained by compromise, while rivals like Red Bull and McLaren have pushed their concepts to the limit.
The McLaren cars, with Lando Norris and Oscar Piastri, have gone in a different direction. They may not match Red Bull’s top speed, but their setup favors stability through the chicanes and tyre preservation in the demanding Parabolica corner. Their approach suggests strong race pace and the ability to challenge Ferrari over long stints.
The challenge ahead for Ferrari
For Ferrari, the race will be a test of balance. The SF-25 is quick in a straight line but harder to control through Monza’s technical sections. Protecting the tyres will be critical, especially as rivals appear better prepared to manage degradation over the full race distance.
Ultimately, Ferrari’s hopes rest on Charles Leclerc’s ability to deliver something special. The Monegasque driver has built a reputation for pulling off the unexpected, especially in front of the home crowd at Monza. But against Max Verstappen’s Red Bull and the two McLarens starting ahead, the challenge looks far more complicated than it did twelve months ago.
The Italian Grand Prix remains one of the most passionate races of the season, and Ferrari carries the weight of expectation from thousands of Tifosi in the grandstands. Whether Charles Leclerc and Lewis Hamilton can turn a compromised setup into a result that satisfies the home fans will depend on strategy, tyre management, and perhaps a touch of good fortune.
One thing is certain: Ferrari’s bold low-ride plan has been put on hold. Without the trimmed rear wing, the SF-25 simply cannot run as low as Maranello originally intended. And in Formula 1, compromises often decide whether you are fighting at the front or chasing from behind.
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