Ferrari returns to Italy after a challenging start to the 2025 Formula 1 season, with the only positive aspect being the identification of the SF-25 car’s issues. The back-to-back race weekends in Australia and China are shaping the technical department’s next moves, with a focus on the suspension mechanics. The Maranello team hopes to solve the problem by adjusting setup strategies and possibly updating some internal components, working between dynamic test benches and the simulator.
The problem is therefore at the rear. There are few mitigating factors for the double disqualification of the Ferrari cars at the 5.451-kilometre Shanghai International Circuit last Sunday. The 1 kilogram underweight infraction on Charles Leclerc’s car did not result from fuel consumption exceeding expectations, as FIA stewards weigh the cars after draining them of all liquids. In Lewis Hamilton’s case, the floor wear exceeded the regulatory one-millimeter limit. The only justification is that, unlike other top teams, Ferrari had not conducted full-fuel race simulations on Friday, leaving them with fewer data points on floor wear levels.
This does not excuse the Maranello team’s miscalculation, but the disqualification reinforces the suspicion that the SF-25 struggles with ride height management. Concerns had already arisen at the Albert Park circuit in Australia when, in order to explain the performance drop from Friday’s free practice sessions, it was suspected that the Ferrari engineers and technicians had to raise the car to prevent excessive floor wear. Charles Leclerc himself commented at the time that they had done the right thing and had to lose some performance.
All signs point to a platform control issue, meaning difficulties in stabilizing ride heights and managing floor movements. Initially, this was thought to be linked to the new front suspension. However, as pointed out by various Italian news media outlets in recent days, the issue originates at the rear. Not coincidentally, in both China and Australia, Ferrari struggled in the final sectors, dominated by traction zones.
Now the work focuses on dynamic test benches. Along with its customer team Haas, Ferrari is the only team using a pull-rod rear suspension, whereas the competition opts for a push-rod setup. However, the problem is not related to the choice between a pull-rod or push-rod layout, especially since Ferrari has not changed this from last season. Instead, the Maranello team has evolved, but not revolutionized, other aspects of the suspension, starting with the positioning of external arms and internal components. By adjusting the linkages and modifying the characteristics of springs and dampers, the way forces are transmitted and absorbed between the gearbox, suspension, and wheels has changed.
The design of the rear end is always a matter of compromise between mechanical and aerodynamic behavior. The more one tries to reduce bulk to free up space in the diffuser and around the gearbox, the more challenging the task becomes. The stiffness of the suspension also depends on compliance, meaning the flexibility or, more precisely, the deformation of the suspension arms and the external structure of the transmission, to which all other elements are connected.
Managing ride heights, therefore, ties together mechanics and aerodynamics. In Maranello, extensive work will be done on dynamic test benches, known to be sophisticated mobile platforms on which the car is placed and shaken by actuators capable of replicating circuit profiles and loads recorded on track. However, these tests do not allow for aerodynamic analysis, which is instead carried out in the wind tunnel, where the static model lacks suspension. The data collected in both environments will then be cross-referenced with track data to refine the virtual models in the simulator, which will be used to evaluate potential solutions.
Mitigating floor wear without sacrificing performance is not an easy problem to solve, though not an impossible one. Raising the ride height, even by just a few millimeters, always results in a loss of aerodynamic load from the floor. Ground-effect Formula 1 cars are extremely sensitive to such variations, with the challenge being who can run lower than the competition. The alternative is to stiffen the suspension to reduce and dampen vertical oscillations, limiting impacts with the ground. However, excessive stiffening creates issues over curbs and bumps and deprives the car of mechanical grip in slow corners. Stiffening only the rear axle, on the other hand, risks shifting the balance forward, causing instability and oversteer.
Platform control is a 360-degree challenge, requiring a different setup compromise. In Maranello, adjustments to the torsion bar springs and dampers will be considered, refining setup strategies to stabilize ride height without excessively compromising other performance areas. If unsuccessful, the alternative would be to update, where possible, the internal mechanical components. The development carried out by Mercedes in 2024 is the best example of how certain suspension components can be replaced without redesigning the chassis and gearbox. If the solutions prove effective, Ferrari could finally lower the ride height, unlocking its aerodynamic potential and assessing the feasibility of a championship comeback. Otherwise, it would indicate an unsolvable structural issue for the 2025 Formula 1 season, forcing a shift of resources to the 2026 project.
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