Ferrari’s lack of rotation hurting traction amid mechanical setup: Shanghai on-board analysis

With no racing this weekend, it was a good opportunity to assess the current handling problems of the Ferrari SF-25 single-seater. We do so by examining the behavior of the Italian cars in last weekend’s Formula 1 Chinese Grand Prix, which was the second round of the 2025 F1 championship. In this context, it is important to focus on the characteristics of the Ferrari. The question we aim to answer is the following: what do Lewis Hamilton and Charles Leclerc actually experience when driving the SF-25 at this moment?

The Maranello single-seater suffers from certain technical issues. First and foremost, the real problem of the Ferrari is not the rear suspension itself but rather the interaction between the pull-rod suspension system at the rear and the floor. Additionally, the floor exhibits an issue related to peak downforce. All of this naturally translates to on-track performance, and this is what we now want to analyze through the examination of some on-board footage from the 5.451-kilometre Shanghai International Circuit.

Let’s begin by observing the first chicane of the Chinese F1 circuit, after the turn 1-3 corkscrew complex, which is very technical and complex. A great deal of precision is required in throttle input, as well as in managing brake pressure. The banking present also does not help in managing the car optimally, and the corner is very long. The forces shift from longitudinal to lateral, where the transition is crucial to avoid unsettling the car, as the tires on the loaded side exceed the available grip limit.

At this point, during the transition phase, the McLaren MCL39 shows a very good degree of lateral grip. When the drivers approach the first apex, both cars experience some minor difficulties. Despite this, the difference in front-end grip becomes evident. In the qualifying lap, Oscar Piastri manages to stay tighter to the curb to attack it.

This trend has been observed frequently, even at the Albert Park circuit in Australia. Conversely, Lewis Hamilton is forced to use more steering angle to reach the apex. This causes the Briton to be positioned less favorably for the next corner, in the opposite direction. As a result, the Australian McLaren driver saves a few centimeters of travel, finding a more internal apex with a racing line that allows him to cut the corner more effectively.

The next point of interest is turn 6, where speeds remain relatively low. Once again, Lewis Hamilton struggles to turn the car in. This is evident from the Briton’s steering angle at the mid-corner: there is still understeer at low speeds. In this case, the causes of this persistent issue are primarily attributed to the suspension mechanics.

Ferrari continues to show a mechanical balance that is too rearward, unable to move it forward when setting up the car. The result is clear in this case: on corner exit, the Ferrari driver has to delay by a few moments before applying the throttle, losing precious time. Even with better traction and a suspension that offers more grip to put the power down, the delayed entry ruins the potential net gain.

In the fast corners that follow, the drivers take different lines. Lewis Hamilton stays tighter compared to Oscar Piastri’s McLaren MCL39, but the speeds that the two cars can carry through the middle of the corner are significantly different. Moreover, the Australian is able to make a bigger difference in direction changes, benefiting from a stable rear end that follows the front with precision.

Finally, let’s focus on two 90-degree corners: turns 9 and 10. In the first, the seven-time Formula 1 world champion still struggles on turn-in, which then affects his exit. He hits the apex fairly well, but the front of the SF-25 slides. The British driver is forced to tighten too much and, as a result, when he presses the throttle, the car exhibits an annoying excess of rotation.

Often, even in the first Grand Prix in Australia as well as during pre-season testing session at the Bahrain International Circuit, it might have seemed that the Italian car’s only issue was oversteer. However, the real problem originates earlier, in the corner entry phase, within certain speed ranges. The drivers themselves have reported this, as the understeer on entry is making everything significantly more difficult.

Charles Leclerc specifically mentioned this, stating that over the Shanghai weekend, the two Ferrari drivers lost confidence in the car and were only able to slightly mitigate certain behaviors. At turn 10, cornering speeds increase, and the issues do not seem significantly different. The wind must also be considered, as wing cars are highly sensitive to this parameter.

Lewis Hamilton loses control on entry, as can be seen based on the onboard footage. A slight oversteer, linked to the usual issues we have previously discussed. This refers to the aerodynamics of the floor and its interaction with the mechanical setup. In these corners, where both types of grip are crucial, these problems have been particularly evident, limiting the handling of the SF-25 single-seater.

Overall, the result is a loss of several fractions of a second that add up over the course of a lap. Ferrari is struggling with a lack of rotation. Part of the problem also stems from the aerodynamic map, which does not help the Maranello drivers and engineers in finding the correct setup. This is a critical aspect that Ferrari is working on through updates, which we will see on the car next month, most likely starting with the Bahrain Grand Prix.