The Ferrari SF-25 made a successful debut last weekend on the “friendly surface” of the Fiorano circuit, performing in front of a large crowd. Charles Leclerc and Lewis Hamilton shared the 200 kilometers available for filming, with both drivers utilizing the opportunity to gather initial data on the new car. This session allowed the engineers and drivers to gain their first insights into the car’s performance, with positive feedback regarding procedural aspects and the early correlation of data gathered over the winter. Leclerc focused primarily on data analysis in the morning, while Hamilton concentrated on understanding the car’s ergonomics and preparing himself for the upcoming Formula 1 season in the afternoon. After completing this initial phase, the SF-25 was shipped to Bahrain, where the real test of performance will take place during the crucial pre-season testing from February 26 to 28 at the Bahrain International Circuit in Sakhir, which spans 5.412 kilometers.
As usual during official pre-season tests, the main goal will be to fine-tune the car’s setup to achieve the best balance. One mandatory change for this season is the switch to a pull-rod front suspension, a modification made primarily for aerodynamic reasons. This marks one of the most significant shifts in the SF-25’s design, fundamentally altering the car’s configuration. The adoption of a pull-rod front suspension aligns Ferrari with the trend seen since the introduction of venturi-floor cars in 2022. However, for Ferrari, this change comes in the final year of the current regulatory cycle. Technical director Loic Serra explained that the decision was driven mainly by aerodynamic considerations, which could offer greater development potential. Ferrari’s engineers have focused on optimizing airflow management at the front of the car, directing clean air to the floor with the pull-rod suspension helping to channel airflow towards the sidepods, in contrast to the push-rod setup. The front suspension has not only been redesigned in layout but also in the geometry of its arms, which now feature a lower anti-dive effect in the upper triangle. This results in a less extreme design, which nonetheless enhances the car’s braking stability, an aspect that both Charles Leclerc and Lewis Hamilton are particularly sensitive to.
The upper triangle’s design now features a more rearward attachment point to the chassis, which itself has been completely redesigned for the SF-25. This also leads to a reduced anti-dive effect. The wheel corner attachment has been raised, with the brake duct now passing through it. These decisions were made in conjunction with a slight forward shift in the front axle and an extended wheelbase, all aimed at creating a smoother airflow toward the car’s floor. The design of the front wing closely resembles the version introduced at the 2024 Singapore Grand Prix, which was further refined regarding material flexibility at the Austin Grand Prix. The nose has been slightly modified at the point where it attaches to the second element of the wing, although the overall philosophy from the previous year remains intact.
The SF-25 is more closely aligned with Leclerc’s driving style, with a front-end bias similar to that of the F1-75. The car differs from its predecessor in more ways than the visible changes alone might suggest. The front suspension is the most obvious alteration, but several equally significant modifications are less apparent. Loic Serra described the SF-25, the first Ferrari under his technical leadership, as a more advanced version of the previous car. The attachment points of the front suspension and triangle to the chassis were modified, as the engineers, led by Head of Aerodynamics Diego Tondi, focused on extending the wheelbase to move the front wheels further away from the sidepod inlets.
The air intakes now feature a double inlet with a “P”-shaped connection, and the undercut area has been reworked. These changes are intended to reduce harmful turbulence in the critical zone at the start of the floor and around the venturi inlets. Simultaneously, the cockpit has been slightly repositioned rearward, leading to a slight redistribution of weight across the car, in line with the regulatory limits that restrict creative freedom. Throughout the winter, Maranello’s engineers focused on creating a car with a more “powerful” front end, which complements Leclerc’s driving style. The car’s behavior at Fiorano was marked by a precise front end, with a slightly lighter rear section.
The radiator openings maintain the ‘overbite’ philosophy but now feature a revised upper wing shape, drawing inspiration from McLaren’s design, with an elongated shape and a curl at the outer edge. While the sidepod is more tapered at the lower section, Ferrari has also introduced a top excavation in the ‘skirt’ area, inspired by the F1-75’s “fish tank” solution, though less extreme. This excavation begins immediately, with a gradually increasing edge that creates a hollow channel where air will be directed towards the rear of the car. The engine cover has been redesigned for a cleaner look, with a tray extending from the cockpit sides to the rear. At the back, an opening remains, similar to the one found on McLaren’s MCL39, which generates a small airflow blow-out at the rear with a ‘hint of Bazooka.’ The famous ‘fin’ on the engine cover has been nearly eliminated, replaced by small openings that echo a solution first implemented by Alpine. As expected, the triangular airbox is confirmed, along with a completely clean upper section of the engine cover, where the ‘Cobra’ remains, along with a horizontal support anchoring it to the chassis.
On the other hand, the floor of the SF-25 continues to build on the experimental base from the end of 2024, evolving both its structure and venturi channels. While revised, the floor largely retains the changes seen in Ferrari’s experimental specification, which was introduced at the Las Vegas Grand Prix last year and yielded more positive results than anticipated. The SF-25’s floor has undergone more significant modifications in the venturi channel area, with a new structure and an altered center of pressure. The floor’s inlets have also been updated, with an external fin now featuring a stepped design at the top and a new cover surrounding the anti-intrusion cone.
The rear pull-rod suspension has also been further updated, and the entire rear wing is new for medium load. Ferrari remains the only team to use a rear pull-rod suspension, though it has been significantly updated compared to the 2024 version. The rear suspension with a spring-damper group positioned lower continues to be a point of trust at Maranello. Unlike the front suspension, the rear setup remains a continuity choice, as Ferrari does not see any clear advantage in switching to a push-rod layout. Moving the masses upward with a push-rod suspension could offer more flexibility in utilizing the space for the diffuser design. However, the rear suspension has been a strong technical point for Ferrari in recent years, providing solid traction and excellent performance on stop-and-go circuits.
At Fiorano, the new rear wing on the SF-25 was unveiled, identical to the renders shown on February 18, and distinct from last year’s wing. It is a medium-high load specification, with a pronounced “V” in the main plane, inspired first by Alpine’s philosophy and later by McLaren’s, although a similar concept had already been hinted at with the F1-75.
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