Another challenging and disappointing weekend unfolded for the Ferrari SF-25 in Formula 1. For two of the Ferrari drivers, Lewis Hamilton and Charles Leclerc, the Azerbaijan Grand Prix represented a potential opportunity to recover some lost ground and gain important championship points. As anticipated in the usual pre-race previews and technical analyses, the SF-25 was not the most compatible car for the unique characteristics of the Baku street circuit. Nevertheless, there were several elements in the car’s design and setup that could have provided a glimmer of hope and a chance for a strong performance. Unfortunately, those opportunities were not realized, and the underlying reasons are multifaceted and complex. In the following detailed analysis, we aim to break down the facts and provide a clear understanding of what actually transpired during this difficult race weekend for Ferrari.
What data did Fred Vasseur actually see?
On race day, the situation proved to be significantly worse than most had expected. One of the few encouraging factors that initially gave hope for a potential partial comeback during the Grand Prix was the Ferrari SF-25’s relatively higher top speed compared to several key competitors. Over the past hours, the telemetry from both the first and second stints has been examined in extensive detail, allowing analysts to draw a number of interesting conclusions. Whatever small advantages were observed during qualifying, the Scuderia was unable to translate them effectively into long-run race pace, which ultimately determined the final outcome.
Within the group of top-performing teams, both Ferrari SF-25 cars consistently remained the slowest vehicles on the track. In the opening phases of the race, the gap to Max Verstappen’s Red Bull averaged nearly two seconds per lap, a substantial deficit in Formula 1 terms. Against the McLaren cars, the Italian vehicles were losing roughly one second per lap on a consistent basis. These performance figures speak volumes and clearly contradict the statements made by Ferrari team principal Frederic Vasseur, who had previously described the pace of the SF-25 as being satisfactory and competitive.
The performance data is indisputable and remains highly revealing even in the second stint of the race. During this period, Charles Leclerc’s SF-25 was at least 1.5 seconds slower than Max Verstappen’s Red Bull car on every single lap. Compared to Lewis Hamilton in the Mercedes, the performance deficit was approximately 1.2 seconds per lap. These numbers are not marginal—they are significant and demonstrate just how much the SF-25 struggled to maintain competitive speed. Such a performance gap is particularly concerning for a team like Ferrari, which is aiming to challenge consistently at the front of the grid.
SF-25 outclassed in traction by Mercedes
From a handling perspective, the SF-25 exhibited notable weaknesses, particularly in corner entry. In this phase, the Red Bull cars gained substantial advantage, maximizing their grip and traction, while the Ferrari struggled to find the optimal balance. Traction phases, especially mid-corner exits where acceleration is critical, were almost entirely dominated by Mercedes, with Lewis Hamilton consistently able to extract more performance from his car. There were a few specific sections of the track where the McLaren cars performed slightly better than the SF-25, but these moments were the exception rather than the rule. Only on the long straights, where top-end speed could develop and the car’s aerodynamic efficiency came into play, was Ferrari able to attempt to gain even a small advantage relative to their competitors.
These situations were particularly evident between Turns 2 and 3 or after Turn 16 continuing all the way to the finish line. In the latter section of the circuit, the SF-25 was able to gain for roughly 65 percent of the straight, only to lose time in the final meters to Lando Norris’ McLaren MCL39, which ultimately overtook the Ferrari. Additionally, it became apparent that over the course of the long stints, there was a factor that further reduced overall grip levels, resulting in handling characteristics that were less predictable than usual for the SF-25.
The car displayed an unusual tendency toward oversteer, a situation where the rear of the car wants to step out more than expected. Interestingly, in this case, the lack of rotation that Ferrari has sometimes struggled with was not the dominant issue. This oversteering tendency did not appear to particularly inconvenience Charles Leclerc, who was able to manage the car despite these handling quirks. However, the same cannot be said for Lewis Hamilton, who reported multiple times over the radio that the rear of the car was the principal limiting factor preventing him from maintaining consistent and competitive race pace.
Indeed, an analysis of onboard footage clearly shows that the rear of the car often felt very light during corner exit. This behavior, over extended runs, pushes the tires outside of their ideal performance window, reducing grip and making it more challenging to maintain pace. Additionally, the front tires were not reaching their target operating temperature, further complicating car performance. Ferrari struggled with this dual issue, and the challenge was exacerbated by cooler-than-usual conditions at the Baku circuit, where track temperatures averaged approximately 25°C. These relatively low temperatures inhibited proper tire management and favored cars like Mercedes and Red Bull, which are able to input more energy into the tires and maintain optimal grip over long stints.
Considering all these factors, there are multiple interrelated reasons that explain the Ferrari SF-25’s disappointing performance. Ultimately, among the four top teams on the grid, the SF-25 was clearly the weakest car, not by a few tenths of a second, but by full seconds per lap. This represents a significant performance deficit in modern Formula 1, where even a few tenths can make the difference between a podium finish and mid-pack results.
Why couldn’t the SF-25 overtake a Racing Bull?
Many fans and analysts asked the same question, and there are very specific reasons behind this. Telemetry data indicates that Charles Leclerc’s car number 16 had a relatively competitive top speed on the main straight. Yet, despite this, it remained unclear why he could not successfully overtake Liam Lawson’s car during the race. On the laps where Leclerc was positioned behind the New Zealand driver, he never managed to exceed 326 kilometers per hour, even with the use of Drag Reduction System to reduce aerodynamic drag. Liam Lawson, on the other hand, reached a top speed of around 322 kilometers per hour. This 4 kilometers per hour difference proved insufficient to complete a successful overtaking maneuver.
A few laps later, Charles Leclerc was overtaken by Lando Norris, who reached a top speed of 333 kilometers per hour, while the Ferrari driver again achieved only 326 kilometers per hour. This 7 kilometers per hour difference appears to have been the required delta to successfully pass on track. The reason why the SF-25 could not achieve higher speeds and defend itself effectively can be traced back to persistent problems with the power unit, which continued beyond the first stint of the race. This was evidenced by a series of tests performed by Charles Leclerc, which involved various battery charging modes to try to optimize energy storage and management during the race.
Ferrari’s power unit struggles
These procedures can essentially be described as experimental attempts to understand how to improve the SF-25’s overall speed and efficiency, even including unconventional techniques such as using the brakes differently. When Lando Norris approached at high speed, Charles Leclerc did not have the necessary power output to defend his position effectively. Identifying the precise causes of these power unit issues is not straightforward, and it is possible that even the internal combustion engine component of the power unit may have experienced partial malfunctions or inefficiencies.
Even by listening carefully to the sound of power unit 067/15, a noticeable cut in power could be detected along approximately three-quarters of the main straight. This abrupt reduction in power significantly affected overall performance. In addition, the K1 overboost function activated in a limited capacity and failed to fully support the car’s acceleration when needed. Interestingly, none of these problems were communicated over the radio, reflecting Ferrari’s usual quiet and controlled approach to such technical issues.
Standard procedures appear to have been automatically implemented, designed in advance to address this type of technical challenge. There is also the matter of “driver default” settings—alphanumeric sequences intended to correct potential software errors and ensure consistent operation. In combination, the usual SOC 8 setup and overboost usage were not delivering the expected performance levels. In summary, Charles Leclerc experienced yet another weekend marred by misfortune and technical difficulties, which ultimately compromised his race result and highlighted the ongoing struggles of the Ferrari SF-25’s power unit.
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