Ferrari is in an experimental phase. Lewis Hamilton and Charles Leclerc have given their all to test the latest creation from the engineers in Maranello. But what are the results? That is a good question! Even they do not know for sure at this moment, despite the fact that the Monegasque driver’s expressions, well known for his inability to hide his emotions, do not convey much optimism. It is a different story for the British driver, who has just arrived and is highly motivated in his new adventure. Any judgment is therefore postponed to the first round of the 2025 Formula 1 championship, the Australian Grand Prix, which is scheduled to take place at the 5.278-kilometre Albert Park Grand Prix Circuit in Melbourne on Sunday, March 16, where the Maranello team promises to be ready. Let’s hope so, but what is clear is that there is room for improvement.
Many have already chosen to use the now well-known cliché to describe the competitive context in which the Prancing Horse has found itself over the last 16 racing seasons: “This year too, we will win next year.” Being realistic is very important in the paddock, where even the smallest detail shifts the balance. Nevertheless, excessive negativity brings nothing good. On the contrary, it poisons the team’s environment and, in general, plants the seed of anxiety in the minds of the key players. Ferrari has everything it needs to prove it can win. However, it is time to put it into practice.
In today’s article, beyond the introduction, there are a couple of interesting topics to discuss. The first concerns the front end of the SF-25 car, which we talked about extensively during the three days of pre-season testing in Bahrain. Various adjustments were made, with an interesting intervention, especially in Charles Leclerc’s case, where the mechanics worked on changing the brake system setup to fix the issues. The pull-rod suspension system introduced by the Ferrari technicians and engineers provides undoubtedly different sensations at the wheel. The Monegasque himself has spoken about it.
And in fact, we mentioned it live at around 9 in the morning on February 28, the last day of pre-season testing in Bahrain. We are talking about a crucial aspect related to Charles Leclerc’s driving style. Through the countless onboard videos observed in recent seasons, we now know by heart the distinctive traits of the former Alfa Romeo driver. That is why Charles Leclerc’s lack of confidence under braking was concerning. Being unable to fully exploit one of his key strengths takes away competitiveness, something the Ferrari driver absolutely cannot afford to suffer.
This issue is rooted in the problems experienced by the Maranello team, even with Lewis Hamilton. Yes, because, when all is said and done, even the seven-time Formula 1 world champion has not been immune to this headache. Ferrari has tried to fix the problem and, although it has partly succeeded, this operation has revealed a side effect. We refer to the rear end of the Ferrari SF-25 single-seater, which has consequently become even more difficult to manage, both in low-fuel qualifying simulations and in high-fuel race runs with a heavy fuel load. An unexpected competitive scenario.
The difficulties in refining the front end led to a drop in performance in the more technical sections of the track. The asynchrony between the two axles is a hot topic in Formula 1 and, in Ferrari’s case, is largely caused by the new pull-rod suspension. Switching to this layout was risky, especially in the final year of regulatory continuity. However, the Maranello-based team was not wrong in its aggressive approach, it was the right path to open a new development cycle that could offer aerodynamic advantages otherwise unattainable with the push-rod setup.
It must be said that the Italian side attempted to slightly adjust the rear wing angle to counter this issue with greater downforce. The increased load made the situation less critical, though it did not completely eliminate the described phenomenon. Charles Leclerc has always been able to manage vertical load below the optimal value, thanks to his driving skills. However, when the balance is too far off, even his abilities cannot make the difference. In conclusion, the team has gathered a wealth of data that is now under analysis.
This “work in progress” data has been used to update the simulator, known as the giant black “spider”, with real track feedback. This is a crucial factor, as it will allow the Maranello team to work with knowledge gained directly on the track, reducing the margin of error in hypothetical scenarios. We know that the “driver-in-the-loop software,” which aims to replicate reality, remained active late into the night yesterday to speed up this process. One last piece of information: Ferrari has also tested the setup planned for the Australian Grand Prix in Melbourne, where the SF-25 single-seater is expected to perform better.
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