According to detailed information recently reported by the Italian media, the technical analysis carried out by Ferrari’s engineers and technicians back in Maranello confirmed that the loss of performance experienced by Charles Leclerc’s SF-25 during the Hungarian Grand Prix on Sunday was not caused by any problem related to the car’s chassis structure. Ferrari’s specialists in Maranello are continuing their in-depth investigations and analyses, while simultaneously preparing extensively at the simulator for the upcoming Dutch Grand Prix, which is scheduled to take place in a few weeks, just after the mandatory two-week sporting shutdown that officially begins at midnight on Saturday.
Meanwhile, Charles Leclerc has completed the second day of the Pirelli tire testing session at the Hungaroring circuit. This test was focused on the development of the 2026 tire compounds and specifications. For this purpose, the Ferrari SF-25 has been transformed into a mule car, allowing the Maranello team to gather valuable data to optimize tire performance for the future regulations. At the same time, back at the Ferrari headquarters in Maranello, the engineering and technical staff are meticulously analyzing the reasons behind the unexpected issues that affected Charles Leclerc’s car during the race last Sunday. Notably, the Monegasque driver had led the Hungarian Grand Prix for a significant portion of the event, holding the race lead for approximately 40 laps before encountering performance difficulties.
According to the Italian media, Ferrari’s technical department has verified and conclusively established that the chassis of the SF-25 did not suffer any damage or structural failure during the race. This finding directly contradicts the initial statements made by Charles Leclerc, who had mentioned a possible chassis problem as a contributing factor to the loss of competitiveness. The team’s engineers are continuing to perform a thorough examination of all the collected data, although it is becoming increasingly evident that the root cause of the performance drop is linked to the longstanding and recurring issue of excessive wear on the plank—the wooden skid block mounted under the car’s floor. This wear is believed to be caused by an aerodynamic setup where the floor of the car is running at a lower ride height than optimal, resulting in the plank suffering increased friction and deterioration.
Charles Leclerc later explained that he had gained a clearer understanding of the situation, revealing that the team experienced a problem with the chassis. From that moment on, he felt like a mere passenger in the race. This statement clarified why he had suddenly gone from fighting for victory to falling off the podium and being defenseless against attacks from Oscar Piastri and George Russell.
Ferrari team principal Frederic Vasseur emphasized that when referring to ‘chassis problems,’ it can mean any issue not related to the power unit. Meanwhile, after the race, George Russell remarked that from his perspective, the Italian side had to adjust the power unit mappings and increase tire pressures to prevent Charles Leclerc’s SF-25, car number 16, from excessively wearing the flat floor plank. This action was necessary to avoid disqualification, similar to what happened in China when Lewis Hamilton’s Ferrari was disqualified for the same reason. In Charles Leclerc’s case, the car was underweight, and previously, the Sauber driven by Nico Hulkenberg was also disqualified at the Bahrain Grand Prix for excessive plank wear.
The significant loss of pace was attributed to a combination of factors. During Charles Leclerc’s pit stops, a series of routine adjustments were made concerning the front wing angle and tire pressures. However, according to Ferrari’s official version, none of these interventions alone could explain the drastic two-second per lap drop in performance. This is why investigations continue, focusing on external factors that might have influenced performance so severely. These include changing track conditions, wind variations, and temperature shifts — situations that had previously occurred in Budapest during qualifying when McLaren drivers Oscar Piastri and Lando Norris suddenly lost competitiveness in Q3.
Therefore, the mystery remains unresolved, and Ferrari’s internal explanations do not contradict the hypothesis that it was necessary to increase tire pressures and reduce engine power output to prevent excessive wear of the plank.
In order to prevent a recurrence of the scenario witnessed at the Chinese Grand Prix—where Lewis Hamilton was excluded from the final classification due to excessive plank wear—Ferrari therefore made a strategic decision to increase the tire pressures for the Hungarian Grand Prix. This adjustment was intended to slightly raise the ride height of the SF-25, thereby reducing the risk of plank damage caused by the car bottoming out under aerodynamic load. Additionally, the Ferrari team deliberately reduced the power output of their power unit by selecting a more conservative engine mode during the race. This approach was aimed at minimizing the downward aerodynamic force generated at the rear of the car on the long straights, which had the potential to cause the car to be excessively pressed to the track surface, further accelerating plank wear.
This week represents a particularly crucial period for the Ferrari team, as the two-week sporting management shutdown is set to begin officially at midnight on Saturday. During this time, all trackside activities and car development are put on hold, making the preparations leading up to the break all the more vital. Ferrari’s engineers and drivers are currently dedicating their efforts to optimizing the car setup and strategy for the upcoming Dutch Grand Prix at Zandvoort, which will mark the return of the Formula 1 paddock to competitive racing from August 29 to 31. Following this event, the team will also turn their attention to the Italian Grand Prix at Monza, where the SF-25 will run in a highly stripped-down, low-downforce configuration designed to maximize straight-line speed on the historic high-speed circuit.
The ongoing simulator activity at Ferrari’s technical center plays a key role in these preparations. Simulator sessions are essential for gaining a deeper understanding of the new rear suspension system recently introduced on the SF-25, which is integrated with the revised floor design. This suspension-floor package made its competitive debut at the Austrian Grand Prix, and refining its performance characteristics through simulator testing is fundamental for Ferrari to maximize its potential in the remaining races of the season.
Ferrari is facing the challenge of regaining the necessary level of competitiveness to consistently challenge their direct rivals on the grid, most notably the McLaren team, which has shown promising performance improvements in recent races. Meanwhile, the Ferrari technical team, led by technical director Loic Serra, is fully focused on the design and development of the 2026 car, officially designated as the Ferrari 678. This upcoming model will be built to comply with the radically new regulations introduced for the 2026 Formula 1 season, regulations which aim to revolutionize the sport by significantly changing the aerodynamic and technical framework of the cars. Project 678 is expected to be a highly agile and innovative car, representing a clear break from the current generation of Formula 1 vehicles and setting new standards for performance, efficiency, and racing spectacle.
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