Ferrari’s performance at Spa-Francorchamps did not live up to expectations. In Formula 1, when things are not executed properly, the sport can be ruthless—and that is exactly what happened to the Italian team during the Belgian Grand Prix weekend. It is essential to clarify that blaming the newly introduced rear suspension would be entirely misguided. In reality, the root cause of Ferrari’s lack of competitiveness lies in the car’s setup choices, which ultimately failed to deliver the desired performance. These setup decisions had a significant impact on overall lap performance and prevented the SF-25 from expressing its full potential.
Ferrari’s Setup Strategy at Spa
The iconic Belgian circuit features two distinctly different sections in terms of layout and demands. The first and third sectors are dominated by long straights and high-speed corners, requiring low drag and efficient straight-line speed. In contrast, the second sector is much more technical and demands greater aerodynamic load to be competitive through the twistier parts of the track.
The Ferrari team opted for a clear compromise in terms of car setup, unlike direct competitors such as McLaren and Red Bull, who each followed very different directions.
Both Scuderia Ferrari drivers—Charles Leclerc and Lewis Hamilton—ran a new version of the rear wing designed for medium-low downforce levels. Within Ferrari’s available range of rear wing specifications, this particular version provides the least vertical load. Lewis Hamilton’s SF-25 was fitted with a slightly higher downforce version that included a small flap (a nolder), whereas Charles Leclerc’s car lacked this element. The team decided to reduce rear-end aerodynamic load while utilizing the most recent version of the car’s floor.
This floor update was introduced earlier in the season during the Austrian Grand Prix and was aimed at improving overall car performance by expanding the operating window of the SF-25. The latest upgrade has been paired with a completely revised rear suspension. The new suspension layout was specifically engineered to enhance anti-squat behavior, which reduces rear-end compression under acceleration. As a result, there were also modifications to anti-lift properties. However, it is important to note that these adjustments have nothing to do with the less-than-optimal front-end performance the car has been displaying. That distinction should be made clear.
The Setup Misjudgment
Under the leadership of engineer Loïc Serra, the Ferrari technical department chose to prioritize top-speed performance through the faster sections of the track. This meant accepting some compromises in the more demanding middle sector.
From a vehicle dynamics perspective, Ferrari’s car appeared reasonably well-balanced in Sector 2, although a slight understeer persisted throughout the lap. However, the real time losses compared to McLaren accumulated mostly during cornering, where Ferrari’s SF-25 showed lower minimum speeds through mid-corner phases.
The Maranello team attempted to build their lap time advantage through straight-line speed—an approach the squad has often adopted, particularly in race conditions. In such scenarios, tire management becomes more critical, and drivers tend to carry less speed through the fast corners of Sector 2, where overtaking is already quite challenging.
In theory, this means less aerodynamic downforce is required when running with heavy fuel loads. However, this setup approach did not pay off in Belgium, and it is now evident that this equation must be re-evaluated moving forward.
Ferrari’s Rear Suspension Update Is Working
The answer to the big question—whether Ferrari’s rear suspension upgrade is delivering the expected benefits—is quite straightforward: yes, it is. The new suspension system is providing the anticipated feedback, and the data collected on the track aligns closely with simulation predictions. This was confirmed by Scuderia Ferrari’s team principal, Frédéric Vasseur.
The real issue lies not with the hardware but with how the car is being set up to exploit it. According to Frédéric Vasseur’s comments, the team is still working to fully understand how to optimize the SF-25’s performance with the updated rear suspension.
As has often been emphasized, the setup in Formula 1 is an immensely powerful tool—especially with the current generation of cars. Engineers deal with dozens upon dozens of adjustable parameters. In practical terms, the challenge is to identify the specific combination of settings that allows the suspension to perform at its best.
The technical team still needs to refine how the mechanical aspects of the new suspension integrate with the overall setup philosophy of the SF-25. This remains a work in progress.
As Lewis Hamilton already hinted during media interviews the previous day, it is very likely that this fine-tuning process will only reach completion at next weekend’s race in Hungary.
After the Sprint Race at Spa, Ferrari will be allowed to make setup changes, offering the team another opportunity to search for a more effective compromise. This next step could help the engineers and drivers better understand how to maximize the performance of the SF-25 following the rear suspension modification, which notably involved the switch to a pull-rod configuration at the rear.
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