Even in the final year of the current technical cycle, ground-effect Formula 1 cars continue to deliver surprises. In Formula 1, no single solution makes the difference on its own; rather, it is the overall design that determines the quality of the package. However, this awareness does not prevent admiration for the creativity or uniqueness of certain choices, through which the different philosophies of the teams become apparent. Here is a review of the most striking solutions on the new single-seaters.
Haas and Ferrari’s pull-rod
One of the most highly discussed topics in February was Ferrari’s decision to switch to a pull-rod front suspension. In the fourth year of the ground-effect regulations, the dualism between the pull-rod and push-rod setups remains, with neither gaining definitive supremacy. The superiority of one over the other depends on the aerodynamic philosophy in which it is integrated, as well as the stage of development of each project. What is most surprising about the Maranello team’s decision is the timing, demonstrating great boldness in making such a significant change in the final year of the regulations.
The implications of a new suspension design are fully evident in Haas’s contrasting choice, a first in the team’s history. The Italian-American squad opted to remain loyal to the old push-rod setup, not for cost reasons, as evidenced by the development of a new chassis for the VF-25. Switching to a pull-rod system, however, would have had an initially negative impact, opening up a new development path with greater potential but carrying the risk of early performance struggles due to an immature concept. Haas’s decision to prioritize continuity is therefore understandable, aiming for a strong start to the season, while Ferrari’s daring move is emblematic of its championship ambitions.
Ferrari and McLaren, extreme philosophies
The world champions have shown great courage with the MCL39 single-seater, aware that they must make a significant leap forward to defend their 2024 Formula 1 title. The level of innovation in the project is evident in the new front suspension, which can rightly be described as extreme. The steep inclination of the wishbones reflects a philosophy focused on maximizing aerodynamics, both by stabilizing the floor and conditioning airflow.
On the other hand, some industry experts remain skeptical, questioning whether the geometry might make McLaren’s suspension excessively stiff, hindering its ability to absorb curbs and limiting the options to adjust balance. In this context, Ferrari’s front end also stands out, being diametrically opposed. In addition to the new pull-rod design, the suspension of the SF-25 features the least inclined wishbones of all the cars, an indication of a project that places greater emphasis on mechanical and dynamic aspects.
McLaren’s steering
The Woking-based team had already stood out in 2024 when, on the MCL38, the steering system was moved back behind the lower suspension wishbone. This solution has now been adopted by Mercedes with the W16, but in the meantime, McLaren has pushed the concept further. On the MCL39 single-seater, the steering has been raised above the lower wishbone, positioning it ahead of the rearmost element—a configuration that presents significant challenges for integrating the system within the chassis.
Aerodynamic or mechanical advantages? These are two sides of the same coin, aiming to find the best compromise. This architecture creates a double cascade of profiles to direct airflow toward the floor while also influencing the different steering dynamics of the inner and outer wheels. In turn, this affects tire utilization as well as the aerodynamic impact of turbulent wake from the wheels. Its effectiveness will only be assessed on track, but in the meantime, McLaren demonstrates a creative mindset, thinking outside the box.
Red Bull’s new car
The RB21’s track debut raised quite a few doubts, even leading some to question whether the Anglo-Austrian team had presented last season’s car. As later explained by technical director Pierre Waché, the Austrian team has revamped several non-visible areas of the new single-seater, including the floor and the internal mechanics of the spring-damper units. Garage images also reveal a different radiator layout under the engine cover, suggested by the closure of certain air intakes and modifications to the bodywork. Red Bull’s case exemplifies how teams focus primarily on hidden areas, particularly with ground-effect Formula 1 cars. Regardless of its on-track results, the RB21 serves as a reminder not to judge a new project based purely on its visual appearance.
Aston Martin hollows out the sidepods
With its 2025 project, the Silverstone-based team aims to address the aerodynamic instability and unpredictable handling of its 2024 car, focusing on a deep evolution of the 2025 single-seater. The most striking feature of the AMR25 is its dramatically sculpted sidepods, hollowed out to the extreme at the lower section, making Aston Martin’s sidepods the slimmest on the grid. The British team appears to be taking a different approach from its rivals, prioritizing airflow management along the lower part of the car toward the gearbox and diffuser, at the expense of the carbon fiber surface used to deflect external turbulence.
Alpine and Williams on a budget
Pre-season expectations suggested that some teams would reuse their 2024 chassis, and that has indeed happened. Alpine and Williams have carried over last season’s chassis, setting themselves apart from the competition. Teams had already appreciated the benefits of this practice in 2021 when the FIA mandated chassis freezing in response to the economic crisis caused by the pandemic. Starting from a familiar base ensures continuity in the package while also defining project constraints earlier, allowing aerodynamic development to begin ahead of time, albeit with less design freedom.
The originality lies in working in an alternative way to ensure sufficient development in order to keep pace with rivals who have introduced brand-new chassis. However, the savings from not redesigning the chassis can be reinvested in the project for the 2026 Formula 1 championship, a year of major regulatory changes that will undoubtedly bring more examples of creativity.
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