Ferrari updates hybrid setup on power unit 066/15 for challenging Imola circuit | F1 Emilia Romagna GP. Ferrari introduces a revised hybrid setup on the PU 066/15 for the 2025 Imola GP.

Ferrari is ready for the race weekend at the 4.909-kilometre Autodromo Internazionale Enzo e Dino Ferrari, a track that can be defined as classic in Formula 1 terms. An “old school” circuit: narrow track, gravel run-offs, and aggressive curbs. It punishes every mistake and requires a finely tuned setup, studied in detail to adapt to a technical and tricky layout. On this track, the difference is made less by aerodynamic efficiency and more by the mechanical behavior of the car.

Traction and ride height will once again be the key to a solid results. In Imola, most corners are medium to medium-low speed, many tackled on uphill or strong acceleration, making traction a crucial element. Turns like 2 (Tamburello), 7 (Tosa), 11 (exit of Acque Minerali), 15 (Variante Alta), and Rivazza (17-18) severely test the car’s ability to transfer power to the ground without slipping.

The track’s characteristics, combined with high and invasive curbs, require a softer setup both front and rear to effectively “copy” the undulations and jumps of the curbs and improve stability, which is an area where the Ferrari SF-25 single-seater could have an advantage. Specifically, the front axle is slightly stiffer than the rear to ensure responsiveness in quick direction changes.

The rear is even softer to optimize traction on corner exit, especially in uphill sections. Naturally, ride height is also a crucial parameter: cars must be slightly higher than usual to avoid the floor scraping against curbs, particularly at Variante Alta, where the cars literally “take off” on the inside kerbs. Ferrari will gain a technical benefit from this. It is also important to optimize damper work at both low and high speeds. Dampers must respond promptly to frequent load transfers: the front must load quickly under braking, while traction requires smooth transition to the rear. This rapid balance is essential to reduce understeer entering corners and maximize traction on exit.

This is especially true uphill, where the rear wheels tend to slip easily. For this reason, the differential also plays a strategic role, especially in corners 7 (Tosa), 11 (Acque Minerali), and Rivazza. During weekend preparations, engineers and drivers preset its setup based on track sections and corner phases, a crucial element. Finally, based on previous years and what we are seeing this year, overtaking at Imola will definitely not be an easy task. Track position therefore becomes crucial for fighting for top positions in the Emilia Romagna Grand Prix on Sunday. Last season, the first seven drivers did not overtake, and likely for this reason Pirelli wants to spice up the Grand Prix by bringing softer compounds.

We are talking about the C4, C5, and C6 compounds, which naturally have more thermal degradation and therefore require different race strategies. For the first time, the Pirelli C6 will debut, ideal for optimal performance especially in the qualifying session due to its quickness in reaching the optimal temperature window. Ferrari could benefit from this in qualifying, especially in the first sector, where it has often struggled to heat up the tires this year.

However, this “super soft” compound does not seem destined for race use except in extreme cases like Safety Car or final stints. Its high degradation and graining risk make it unsustainable for long stints, especially on a track where the rear works much harder than the front. To attempt overtakes, beyond strategy, drivers must exploit the track’s heavy braking zones.

We refer to corners like Tosa, Acque Minerali, and Rivazza, which become crucial opportunities to recharge the MGU-K, the kinetic motor generator. The stored energy can then be unleashed on the long main straight, one of the few sections where aerodynamic efficiency has a significant impact. It is worth recalling that last year this element was poorly managed to Ferrari’s disadvantage.

Even Charles Leclerc mentioned this, stating the SF-24 car was “spreading out” the recovered energy incorrectly. For this reason, the Italian team’s engineers and technicians have decided to review the entire hybrid mapping to ensure adequate support from the approximately 160 horsepower offered by the hybrid system. These parameters will be tested from the first free practice session by Charles Leclerc and Lewis Hamilton in order to confirm progress, also considering the 2025 chassis.

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