Ferrari’s evolved rear suspension has sparked debate
Ferrari’s evolved rear suspension has been under scrutiny. Jerome d’Ambrosio, Ferrari’s Deputy Team Principal, shared insights into why the team believes “we’re just getting started” with the SF-25.
In a recent interview, Jerome d’Ambrosio discussed how the updated rear suspension has altered certain parameters on the SF-25. But has the mechanical solution failed to unlock the car’s true performance? Here’s what the Belgian engineer had to say.
After targeted studies, Ferrari’s Technical Director Loic Serra opted for a significant update to the rear suspension. Most of the changes were internal and ‘invisible,’ involving altered geometries and different materials within the rear components. However, there were also notable visible adjustments to the rear suspension. These modifications required a partial redesign of the gearbox housing, although the transmission itself remained largely unchanged. Essentially, this was not an entirely new suspension but a major evolution. The new specification included a clear modification to the upper wishbone, a concept previously seen at Mercedes. The front arm of the upper wishbone was also positioned lower than before.
With this ‘new’ rear suspension, Ferrari aimed to increase downforce by lowering the car and stabilizing the platform. The issue of skid block wear was reduced but not entirely resolved. Another key goal was to stabilize the car during braking and acceleration, giving drivers more confidence. So far, the SF-25 has not shown dramatic improvements—does that mean there is still potential to unlock, or should this development be considered a failure? Jerome d’Ambrosio shared his perspective in an interview with AutoRacer.it.
Jerome d’Ambrosio: “It opens possibilities we need to learn to exploit”
Jerome d’Ambrosio explained that the upgrade has created new opportunities that Ferrari must understand fully. He stated, “We have opened new possibilities, and we need to understand where, how, and how much potential remains. The first phase was purely learning. Let’s start by saying that we observed what we expected, and even if it seems obvious, in F1 it’s not. Correlation is key. A suspension is not like an aerodynamic package where you can see 5-10 points of extra downforce, or like adding a lighter component. Everything needs to work together, and it opens possibilities that we have to learn to exploit. We believe there is still untapped potential and that we’re just at the beginning. The upgrade affects balance, braking, and other areas, and that’s where we need to understand how to get the most out of it.”
According to Jerome d’Ambrosio, there is still more potential to extract from the SF-25. While Ferrari is unlikely to win a race during the 2025 season, certain circuits could suit the car better, including Baku, Singapore, and Las Vegas. In Azerbaijan, it will be interesting to see if Charles Leclerc’s unique skill—having been on pole there since 2021—can translate into a victory. The car was designed to operate at minimal ride heights, but structural limitations, such as the non-extreme pull-rod front setup, prevent the platform from fully expressing its potential.
“Ride height, especially at the rear, has a huge impact. Keeping the car in the correct position is crucial to stay within the operating window, which differs for every team. Since 2022, we’ve seen cars running much lower, often touching the ground, and performance is extremely sensitive to height changes. Next year, this sensitivity should decrease somewhat. Tires also have a very narrow operating window, which is why we sometimes see significant gaps between sessions and even between teammates,” Jerome d’Ambrosio concluded.
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