Ferrari is once again under media scrutiny on both technical and sporting fronts. Tension is high at the top levels in Maranello, especially following the Canadian Grand Prix, which placed Frederic Vasseur at the center of attention, with uncertainty still looming over his future at the top of the Ferrari Racing Division. The upcoming Austrian Grand Prix marks the return to Europe and the beginning of a crucial stretch of races leading into the summer break — races that will determine whether Ferrari can turn around a Formula 1 season that has so far been disastrous from both a sporting and technical standpoint.
The most important news is the first upgrade phase which is scheduled for Styria: a new floor will debut at the Red Bull Ring, developed in response to the issues exposed since the Australian Grand Prix at the Albert Park circuit. Calling it a “minor upgrade” would be inaccurate, as it is a major component within the mechanical limitations of the current regulations — a component from which it is increasingly difficult to extract more downforce at this stage of the cycle.
Since the pre-season testing session at the Bahrain International Circuit, the SF-25 single-seater has revealed a fundamental weakness: an inability to operate within a stable performance window to effectively exploit aerodynamic load. This serious and unforeseen handicap has been discussed extensively since the opening round in Melbourne. The difficulties observed in Australia forced the engineering team led by Diego Tondi and Loic Serra to completely rethink the initial development plan. The aerodynamic update debuting at the Red Bull Ring is thus the first real attempt at a substantial correction of the SF-25 project after months of internal work in Maranello involving technical meetings and tough budget decisions.
The new floor is not just a refinement. Sudden miracles are unrealistic, but on a short track like the 4.318-kilometre Red Bull Ring in Spielberg, where the field is expected to be tightly packed, even minor gains will be crucial — especially in terms of qualifying performance. The floor was approved some time ago following its wind tunnel development. Bringing these “corrective parts” to the track was not feasible before June. In Canada, due to logistical and setup limitations, it was impossible to introduce new components. Initially, the floor was planned for Silverstone, a circuit that will be a major update venue for several teams. Its early arrival for Austria represents a technical department effort to accelerate the recovery process. While not a miracle package, this Austria upgrade is a necessary step to reopen the operating window — no one in Maranello expects the SF-25 to suddenly fight for race victories against McLaren.
The late arrival of this upgrade is linked to the time required to fully understand and address the conceptual errors revealed in the early races. Loic Serra and Diego Tondi had to work behind the scenes to establish a new technical direction — more conservative, but more aligned with current capabilities than the original ambitions. The delay in introducing aerodynamic updates was also a necessity: these cars, shaped by past mistakes, require teams to stop, analyze, and intervene with caution.
Lewis Hamilton has expressed his support for Frederic Vasseur but had considered stepping back from the 2025 Formula 1 project to focus entirely on the car for the 2026 championship. A drastic course change isn’t Ferrari’s style, with the head of the F1 Racing Division continuing to emphasize the car’s untapped potential — a claim the data does not entirely contradict. Time will tell who was right.
In this complicated context, even Lewis Hamilton has had doubts about the solidity of the SF-25 project, to the point of contemplating distancing himself from a car that has proven difficult to adapt to, both for driving style and technical limitations. The seven-time Formula 1 world champion, who arrived in Maranello with high expectations, found himself facing an unpredictable and hard-to-read car. What convinced him to stay was Frederic Vasseur’s consistent belief that the car held real — though unrealized — potential.
The main shortcomings have been traced to the rear suspension, which fails to deliver consistent aerodynamic load and stability, especially impacting Hamilton’s driving style. The SF-25 has only performed at its best in rare conditions. Nevertheless, true to its philosophy, Ferrari refuses to write off the season. After Monaco, the realistic target has become second place in the Constructors’ Championship and a few determined victories to end 2025 with dignity. Lewis Hamilton stands by Frederic Vasseur, but it is clear the British driver is focused on 2026 — aiming to finally have a car built with his preferences in mind, as explained by F1 expert Rosario Giuliana for the Italian website Autoracer.
At the Fiorano circuit, Ferrari recently returned to the track for a Pirelli wet tyre test for the 2026 Formula 1 season. The SF-25 ran in mule car configuration but with a low-downforce setup to simulate next year’s reduced aerodynamic load. Zhou Guanyu and Charles Leclerc tested the version of the front wing designed for Monza in September, characterized by extremely trimmed profiles. These low-drag profiles were paired with an updated structure and revised endplates introduced after the Spanish Grand Prix at the Circuit de Catalunya-Barcelona.
It is also telling that the SF-25 has not been in the wind tunnel since mid-June. Its slot has officially been handed over to Project 678 — the 2026 car, developed under the new technical regulations. This signals that Ferrari has not altered the development timeline set back in January, fully aware that the current season remains long, though essentially compromised. Unless there are shocking surprises, 2025 will unfortunately be remembered as yet another transition year — and possibly a year of rebuilding.
— see video above —
Leave a Reply