The show of character in Imola helps them “breathe,” lifts morale (more for Hamilton than for Leclerc), but it cannot hide the serious issues of a Ferrari that faces the test of Monaco this weekend, on the dreaded slow corners. Focusing on 2026, with the rule changes and the new super-hybrid engines that few like, is essential. However, giving up on competing in the current championship could have devastating consequences for the standings and for prestige. That’s why upgrades are indispensable. Among the most important and anticipated is the modified rear suspension. It passed dynamic bench testing and is being tested in the wind tunnel with different aerodynamics, with changes mainly in the mounting area. The goal is to unlock the “potential,” a topic that generates disagreements between team principal Fred Vasseur and the drivers.
Championship still long: can’t win it, but can’t give up
There are still 17 races and 4 sprints left in the championship. The gaps, for teams like Ferrari that are far from the front (McLaren and Max Verstappen), are narrow enough that even previously non-threatening teams become a danger. Williams, a team on the rise, with Alex Albon’s fifth place in Imola: 51 points scored, fifth among constructors behind Ferrari—last year at this stage they were still at zero.
Comparison with 2024? Reveals the delay
Ferrari, on the other hand, is moving in the opposite direction: the average gap to McLaren has been 4–5 tenths, while at the end of 2024 it was around one tenth. This data also considers tyre differences—Pirelli introduced softer compounds this season. Almost all teams met the expected performance increases—except Ferrari.
Some examples? If the 2024 Ferrari had done qualifying at Imola instead of the current one, it would have been half a second faster. A huge gap that can’t simply be explained by launch lap preparation mistakes (Fred Vasseur’s theory), or general struggles in warming up the tyres.
The compromise on ride height
At Maranello, technical director Loic Serra is juggling two roles: leading the 2026 group and fixing the mechanical issues of the SF-25. Not an easy job, nor one with quick solutions. Hamilton, when describing Sunday’s comeback, said the “car came alive.” What does that mean? That it starts going fast when fuel in the tank drops below 70%. The car’s fundamental issue is mechanical: when the aerodynamic load (the force that pushes the car onto the track) shifts rearward on corner exit, the setup adjustments are not enough to compensate for its limits. Compression damages the floor if the ride height is too aggressive in qualifying, so compromise solutions are needed that cost 15–20 points of downforce on Saturdays.
The 2024 wing for Monaco
A correction is inevitable, and the revised suspension is expected by the British GP at Silverstone (July 6). But first comes the most decisive Saturday of the season—Monaco, where something successful will return: the SF-24’s rear wing used twelve months ago when Leclerc took pole and then won the race. It will also be Adrian Newey’s first time wearing Aston Martin colors. Word around Maranello is that someone regrets not having signed him. The talent search is wide open: the problem is convincing top minds to join.
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