The Las Vegas Grand Prix, which represents the 22nd round of the 2025 Formula 1 World Championship, arrives at a crucial moment for Ferrari as the team evaluates the real potential of its Ferrari SF-25 on a circuit that combines long straights, technical braking zones, and a constantly evolving track surface. The Italian team comes into this weekend with a reassuring sense of solidity and a car that, at least based on the indications from Friday, seems capable of expressing strong performance. The opening day of running was very positive, although it also highlighted some areas where further technical refinement will be required. Certain adjustments to the setup could unlock additional unused potential and help fine-tune the handling of the car in specific sections of the circuit. At the same time, a very precise tyre study will be essential, particularly because the behaviour of the tyres is deeply influenced by the evolution of the new Las Vegas asphalt, which changes lap after lap. In short, if everything aligns correctly and if the expected improvements materialize, Ferrari should have the opportunity to fight right at the front.
Ferrari’s strong baseline
The overall impression left by Friday’s running was encouraging for the Italian team. Observing the onboard footage of both cars with particular attention reveals that the overall balance of the Ferrari SF-25 was solid from the early laps. This positive foundation is largely the result of the extensive simulator work completed at the factory in Maranello, which allowed the team to arrive at the circuit with well-defined ideas regarding setup direction. As predicted in earlier analyses and previews, the SF-25 adapted in a convincing manner to the special characteristics of the Nevada street circuit.
No alarming issues emerged that could seriously limit Ferrari’s performance across the lap. The drivers completed their programs without reporting any major difficulties or critical imbalances. The only notable comment came from seven-time Formula 1 world champion Lewis Hamilton, who mentioned that he felt a lack of rotation in certain corners. This characteristic has become somewhat of a recurring theme for him, but on this particular track, such behaviour may also turn into a slight advantage. The front axle of modern Formula 1 machinery is notoriously difficult to bring into the optimal operating window, and a mild level of understeer can sometimes help feed more energy into the tyre carcass, aiding warm-up and offering stability.
In the timesheets, Charles Leclerc finished the session in third position thanks to a competitive lap set on the medium compound tyres. Lando Norris topped the classification by delivering the fastest lap on the soft tyres. The fact that the gap between the medium and soft compounds appears relatively small suggests that Ferrari should be in a position to challenge McLaren during qualifying. The small time losses seen around the lap were localized rather than widespread, which gave Ferrari’s engineers confidence that those deficits could be addressed through targeted adjustments.
Areas where the SF-25 can and must improve
Despite the positive baseline, the Ferrari engineers and technicians still have several areas that require enhancement in order to maximise the SF-25’s potential during the qualifying session on Saturday. The opening phase of the lap, particularly the first sequence of three corners, will require significant attention. The main issue appears to be related to the front tyre temperatures not reaching the ideal range at the very start of the lap, which then compromises the precision of the first turning points. During traction phases, Charles Leclerc occasionally encountered light oversteer, partly caused by the increased steering input needed to reach the apex. Solving this issue will depend heavily on the warm-up strategy chosen by the team, with the management of the out-lap becoming absolutely critical. A well-executed out-lap can make the difference between a front-row opportunity and a compromised qualifying run.
Other areas requiring refinement include the fast and delicate sequence of turns 7 and 8, where Ferrari still has room to reduce time loss, both during the approach to the apex and in the rapid change of direction. The difference here is not significant, yet the McLaren MCL39 and the Mercedes W16 cars appear slightly more comfortable in this part of the circuit, with Mercedes in particular showing notable strength. On the other hand, Ferrari’s performance in the final sector, especially through turn 14, was very strong. McLaren, which had gained an advantage of around two and a half tenths earlier in the lap, lost that entire margin in this last section. This shows that the SF-25, when in its preferred cornering window, is capable of delivering very competitive performance.
Setup choices shaped by evolving grip levels
One of the most insightful observations of the day came from Charles Leclerc, who explained that everything would depend on anticipating the conditions expected on Saturday and ensuring that the team approached qualifying with the correct starting point. His comments referred to the crucial factor of track evolution, which plays a particularly significant role at the Las Vegas Grand Prix. Since the asphalt continues to rubber in and grip levels change constantly, teams must predict the grip that will be available not during practice sessions alone, but specifically during qualifying. This requires making setup decisions based not on the grip measured at one moment, but on the anticipated level of overall track adhesion that the car will encounter.
This is a subtle yet fundamental concept in modern Formula 1 engineering. As we have highlighted in our technical preview, following the evolution of the surface is essential. A clarification is necessary here: every team aims to optimize its car not based on the grip recorded in practice sessions, but on the projected average grip that the car will generate during the decisive sessions. This involves interpreting data trends, analyzing tyre behaviour, and adjusting downforce levels accordingly.
Ferrari experimented with two distinct aerodynamic configurations during Friday. This approach is similar to the one adopted last season at this same event. The team began the day with a higher level of downforce and progressively reduced it to allow the drivers to adapt as track grip increased. The evolution of the Las Vegas circuit is progressive but not linear, which means that downforce settings must be adjusted carefully and gradually. On this occasion, both Ferrari cars were equipped with the Monza-specification rear wing, chosen for its efficiency and its ability to match the low-drag demands of this track while still generating sufficient stability.
Overall, Friday in Las Vegas provided Ferrari with the reassuring sense of having a competitive and promising package at its disposal. However, the team also understands that several performance aspects still require deeper evaluation, particularly regarding tyre behaviour and the fine-tuning of the first sector. The direct battle with McLaren and Mercedes promises to be fierce, especially when considering the strong one-lap performance these teams have shown throughout the season. Max Verstappen also remains a key contender and cannot be overlooked under any circumstances, given his proven ability to extract performance from both the car and changing track conditions.
With a solid technical foundation, a competitive baseline, and a confident Charles Leclerc already demonstrating strong form, the Ferrari SF-25 appears to possess the necessary qualities to aim for an ambitious result. If Scuderia Ferrari manages to convert the promising potential shown during Friday practice into concrete performance during qualifying and the crucial moments of the weekend, the possibility of challenging for the front row becomes entirely realistic.
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