The Abu Dhabi Grand Prix will mark the farewell of the Ferrari SF-25 in Formula 1. For many, this is undoubtedly the best news of the year. No offense to the Prancing Horse, but fans, drivers, engineers, and technicians alike have been waiting for this moment: no more fighting with the car’s flaws or explaining disappointing performances. That said, there are a few clarifications to make about the 2025 update program, the final one of the season.
Nothing worked, especially the front-end move on the SF-25
Let’s start with Ferrari’s decision to switch to a pull-rod front suspension: a risky move implemented too late. Indeed, it would have been far wiser to attempt this in 2023, or even in 2024 if delayed. Implementing an untested philosophy on a wing-car platform was a high-risk choice that ultimately did not pay off. The path was supposed to open new development directions that never materialized.
The reason is simple. Once the SF-25 hit the track, the verdict was clear: a failed project. The car’s front-end proved to be one of its weakest points, compounded by a chronic lack of rotation that made every driving session restrictive for the drivers. While last year the front end was undoubtedly more solid, this year it has been a clear limitation.
Ride height and aerodynamic compromise
The issue of ride height, linked to the suspension choice, added further complications. The car generated little downforce from the floor, making it heavily dependent on the drivers’ ability to manage a rear that couldn’t be overloaded without incurring excessive drag. Charles Leclerc adapted better to this driving style, while for Lewis Hamilton it proved too much of a limitation.
Updates after April: Ferrari’s clarification
It’s not true that Ferrari stopped development from April onward. While the original update plan was abandoned, the team still tried to improve the car with tweaks, particularly to the floor and rear suspension. The floor updates failed to improve airflow management above or below the car, while rear suspension changes, though not boosting peak performance, provided slightly more setup flexibility, useful in certain circumstances.
Regarding the cost, the upgrade reportedly cost around €2.5 million — a significant figure confirmed by personnel working at Ferrari both in the factory and at the track. Input also came from one of the drivers regularly working in the simulator, which delayed the rollout of the rear suspension by about a month, as the team sought a solution they could trust.
Ferrari’s final joy: farewell to the SF-25
Looking back at this tragic season, there is little to praise about the car itself. Communication also often fell short. It takes humility to recognize a poorly executed winter program, contrasted with the maximum effort of the team during each race weekend to conceal the SF-25’s flaws. With Charles Leclerc, the team managed this several times, though other races were disastrous. Now, though, it no longer matters. Abu Dhabi remains, but what counts is moving on from the nightmare that was the SF-25, which frustrated fans, drivers, engineers, and technicians for far too many Sundays.
Looking ahead to 2026, the hope is that the new regulations will open a fresh chapter. While no one expects a dominant car, the expectation is a vehicle capable of fighting among the front runners, winning races, and reaching the podium consistently — the standard expected from Ferrari year after year. And regardless of the Abu Dhabi result, seeing the SF-25 in action for the final time is reward enough for its troubled journey.
For now, though, the overwhelming emotion is relief. The nightmare is almost over. One more race, one more chance to wave goodbye to the SF-25 – and that alone feels worth the price of admission.
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