Ferrari and McLaren. Based on last season, they are the most anticipated teams on the eve of the 2025 Formula 1 championship. The teams from Woking and Maranello have both focused on reducing bulk to maximize aerodynamics as much as possible. However, differences remain, with the SF-25 and the MCL39 reflecting different compromise choices. In a championship where gaps could be measured in hundredths of a second, though, it will be the human factor rather than the cars that makes the difference.
The reasons for optimism
If one had to name the favorites for the new season, the choice would inevitably fall on Ferrari and McLaren. This is not so much due to what has been seen of the new single-seaters—since Red Bull and Mercedes have yet to reveal their cars and no direct track comparisons have been made. The confidence instead stems from the strength of Woking and Maranello’s late-2024 Formula 1 projects, which showed no significant drivability issues or yet-to-be-understood phenomena. While Red Bull and Mercedes must focus more on drive predictability and operational window breadth, McLaren’s primary goal for 2025 is simply to improve aerodynamic efficiency, as former Ferrari engineer and current McLaren team principal Andrea Stella has clearly stated on several occasions.
A similar picture emerges at Ferrari, as Charles Leclerc summarizes: “At the end of 2023, it was very clear which characteristics of the car we needed to address because there were obvious weaknesses, and we had to change. In 2024, the situation was very different—I think the car was generally very solid. It was only when we had issues with the updates that there were things we wanted to change, but after that, we had a really strong car. We just needed more performance. That’s what we are really focusing on with this new car: making small steps in every single aspect rather than focusing on one particular area.” The 2025 projects for Ferrari and McLaren thus start with a major advantage: since they do not have underlying issues to understand and fix, their only focus is improving performance.
A major effort beneath the surface
In presenting their respective cars, representatives from both teams emphasized the work done to reduce bulk, which is crucial in modern Formula 1 to facilitate development. Given the stringent restrictions on aerodynamic appendages, bodywork has become the most important element in managing airflow, shielding the floor from turbulence, and channeling air into the gearbox-diffuser area. Hence, the importance of compacting components to the extreme under the hood to give the aerodynamics department greater freedom. “The main goal of the SF-25 project was to free up space to push development, both aerodynamically and in general,” explains Ferrari’s new technical director, Loic Serra. “The SF-24 was quite competitive at the end of the season, but updating it and finding performance was becoming increasingly difficult, so we had to find space to accelerate the development pace.”
The comments of the French engineer echo those from McLaren’s Andrea Stella, as reported by the Italian media: “We have practically innovated every basic component of the architecture to find performance, not only through marginal gains but also by exploring other development opportunities. Sometimes the modifications serve aerodynamics, and in other cases, they benefit mechanical grip. In reality, though, everything about the chassis has been optimized—I’d say practically from the front wing to the transmission and the rear impact structure.” On this front, the work done by both teams is remarkable, further hollowing out the sidepods, an operation that also benefits the aerodynamic efficiency of the floor. It will also be interesting to see how much the reduction in bulk will offer development opportunities, with Andrea Stella and Frederic Vasseur having already announced updates for the early races of the season.
Philosophies compared
Despite similarities, differences remain between the two rivals, with certain design choices reflecting different compromises. The suspensions, for example, serve as a litmus test for how much mechanical behavior is sacrificed in favor of aerodynamic efficiency. The impression is that McLaren prioritizes the latter more, starting with the rear suspension, featuring a very laid-down push rod angled forward. The angles involved make the setup less effective in activating the internal springs and dampers compared to Ferrari’s pull rod, which has a less extreme inclination but also poses more obstruction to airflow in the lower section.
Another element reinforcing this impression is the pronounced height offsets between McLaren’s suspension arms, both at the front and rear, which are significantly more extreme than Ferrari’s. The MCL39 single-seater appears to focus more on airflow interaction and pitch reduction—stabilizing the car’s height and posture during acceleration and braking. However, these choices also stiffen the suspension, making it harder to navigate curbs and potentially reducing driver sensitivity under braking, as the chassis experiences fewer movements.
Another distinctive feature of the British car is the unusual placement of the steering arm behind the lower wishbone, once again aiming for better airflow interaction but at the cost of influencing the wheels’ steering angles. Overall, Ferrari and McLaren showcase different compromises between mechanical and aerodynamic priorities, placing varying emphasis on different performance areas. However, this does not necessarily mean that lap times will be far apart. On the contrary, as seen in 2024, they could be very close, with small fluctuations favoring one or the other depending on the circuit, as explained by F1 expert Carlo Platella for the Italian website formulapassion.
A matter of details
At this stage before the season, all attention is inevitably focused on the cars, with questions about which is the more convincing. However, design differences may take a back seat to the human factor. According to estimates made by the Ferrari engineers and technicians, McLaren’s average advantage in terms of qualifying performance at the end of the 2024 Formula 1 championship was just 30 milliseconds, a margin that can easily be overturned or doubled with the slightest setup change. As a result, tire management could become the most crucial variable, especially with the debut of the new Pirelli tires and the expertise of Ferrari’s new technical director, Loic Serra, in tire dynamics. Many uncertainties remain, as the three-day testing session which is scheduled to take place at the 5.412-kilometre Bahrain International Circuit in Sakhir will provide a clearer picture of the competitive landscape at the start of the 2025 Formula 1 season.
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