The technical update introduced by Ferrari during the Austrian Grand Prix weekend represented the first clear signal of the Italian team’s response to the ongoing difficulties it has encountered throughout the 2025 Formula 1 World Championship season. Although the upgrade did not deliver a dramatic step forward in outright performance, the newly revised floor contributed significantly to making the SF-25 single-seater easier to drive by broadening the usable temperature and performance window of the Pirelli tyres. Let’s take a closer look at what changes are coming in the upcoming Formula 1 Grands Prix.
But first how much is Ferrari’s new floor actually worth in terms of lap time and competitiveness? Assigning a definitive and precise numerical value to its impact proves challenging, particularly because the Red Bull Ring circuit in Spielberg, Austria, is not exactly the ideal track to highlight the strengths of aerodynamic upgrades. A more meaningful and clearer evaluation will be possible during the next race weekend when the Formula 1 paddock moves to the Silverstone Circuit in the United Kingdom, which is a venue historically significant and extremely demanding from an aerodynamic performance standpoint.
When conducting a performance assessment, it is important to clarify that the upgrade did not result in a substantial gain in lap time. Nonetheless, everyone within Ferrari—including engineers, drivers, and senior management—welcomed and endorsed the long-awaited technical solution designed and introduced by Diego Tondi, Ferrari’s head of aerodynamics, and approved by the Maranello team’s technical director Loïc Serra.
So, what exactly was the primary objective the engineers and technical staff at Ferrari’s Maranello headquarters were aiming for with the creation of this new floor? First and foremost, the goal was to increase aerodynamic load, or downforce, in order to improve overall grip. At the same time, the Italian team sought to enhance the drivability and handling consistency of the SF-25 Formula 1 car across a full lap. Ferrari deliberately chose to sacrifice some peak aerodynamic performance in exchange for a car that is less sensitive to changes in ride height, resulting in a more stable and predictable overall balance. This approach provides the drivers, Charles Leclerc and Lewis Hamilton, with a car that is more forgiving, especially during corner entry phases, where stability is crucial for confidence and precision.
In essence, Ferrari made a strategic effort to expand what in Formula 1 terminology is referred to as the “tyre operating window.” From this perspective, the Italian outfit did an excellent and commendable job. During the sweltering heat of Styria, where track temperatures reached an extreme 50.5 degrees Celsius at the start of the Austrian Grand Prix, the SF-25 demonstrated a level of adaptability to extreme ambient and track conditions that was clearly superior to what was shown by rival teams such as Mercedes and Red Bull Racing, both of which struggled severely under the same conditions.
Of course, this evaluation does not apply to McLaren Racing, as Rob Marshall, McLaren’s technical director, and his colleagues developed the McLaren MCL39 around a distinct set of thermal efficiency parameters. Although the engine cover of the MCL39 featured four visible cooling vents or “gills,” the rear end of the papaya-colored car was unmistakably the most tightly packaged of the entire field. This design philosophy was adopted to maximize aerodynamic efficiency. In contrast, despite utilizing the same Mercedes power unit as McLaren, the Mercedes factory team was forced to open much more prominent cooling outlets, indicating a compromise in aerodynamic packaging.
The reappearance of the SF-25 single-seater as the second-fastest car in the Constructors’ Championship standings this time is not the result of random circumstances or race incidents. Rather, it represents recognition of genuine merit and technical progress achieved through on-track performance and engineering development. Now, the British Grand Prix at the Silverstone Circuit must serve as a confirmation of the progress shown in Austria. In truth, the full potential of the upgraded floor should be even more evident on the long, fast corners of Silverstone, which is a circuit where aerodynamic efficiency and stability are critical, although Ferrari’s rivals are expected to react immediately, especially at Mercedes headquarters in Brackley. Mercedes had already earmarked their home race as a prime opportunity to return to the top step of the podium, following George Russell’s surprise victory at the Canadian Grand Prix in Montreal.
Scuderia Ferrari is therefore approaching the British Grand Prix at Silverstone with great focus and attention to detail. There is the potential to extract higher levels of performance from the car’s setup—performance that could not be fully unlocked at the Red Bull Ring. The race in Great Britain becomes especially crucial in anticipation of the following round at Spa-Francorchamps in Belgium, where the SF-25 is scheduled to receive a brand-new rear suspension system designed to further improve traction and drivability.
Contrary to the speculative theories circulated by certain overly imaginative analysts—who have shared animated renderings depicting suspension arms extending from the gearbox casing toward the V6 internal combustion engine, the new rear suspension architecture will not be revolutionary. Instead, it will follow a technical concept similar to what Mercedes introduced on their W16 car during the Emilia Romagna Grand Prix at Imola. Specifically, the forward arm of the upper wishbone will still connect to the gearbox housing, but it will do so from a slightly lower position compared to the current layout.
What is the goal of this new configuration? The aim is to increase the so-called “pro-squat” effect, which is designed to enhance mechanical grip and traction when accelerating out of low-speed corners—a well-known and documented weak point of the SF-25 Ferrari. In simple terms, this setup ensures that the rear of the car remains lowered during the critical traction phase, helping to avoid sudden ride height variations. Such variations can lead to wheelspin and excessive tyre overheating, ultimately compromising performance and tyre life.
However, it is important to note that this significant advantage also carries a downside: during braking phases, the rear end of the car will tend to lift more noticeably, potentially making the SF-25 more unstable than it already is. On paper, this rear suspension adjustment may be more suited to Charles Leclerc’s driving style, as the Monegasque driver prefers a sharply responsive front end combined with a looser rear. On the other hand, it could prove more challenging for Lewis Hamilton, who typically favors a more stable and controllable rear end under both braking and acceleration.
For this reason, a second floor upgrade is expected to debut at the Hungarian Grand Prix. This next evolution is intended to reduce the SF-25 chassis’s susceptibility to sudden shifts in aerodynamic load. It will achieve this by increasing overall downforce, thereby stabilizing the car’s behavior and making it more predictable across a wider range of conditions.
This is a meticulous and targeted engineering effort that will not entirely correct the fundamental design flaws of the SF-25 project. Nevertheless, it should mitigate their negative effects and may allow Ferrari to maintain or defend its current second place in the Constructors’ standings throughout the second half of the 2025 Formula 1 season. Meanwhile, the entire technical department at Maranello is already fully focused on the development and gestation of the 2026 Formula 1 car, currently codenamed “Project 678.”
During the Austrian Grand Prix weekend, the Ferrari F1 team operated without team principal Frédéric Vasseur, who was forced to return home urgently due to family-related matters. Despite his absence, the Maranello team conducted itself impeccably, performing with professionalism and cohesion, as though it had not been affected by the lack of its senior-most figure. Frédéric Vasseur is expected to return to his leadership duties at the upcoming British Grand Prix at Silverstone.
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