Friday’s free practice sessions had suggested a competitive weekend, with the SF-25 responding well to the initial setup adjustments. However, between Friday and Saturday’s qualifying, the team was forced to make significant changes to the car’s setup, raising and stiffening the rear. This decision led to a series of problems that compromised overall performance, negatively affecting balance and cornering behavior. In Melbourne, Ferrari’s SF-25 saw its rear suspension sacrificed to avoid trouble with the FIA.
The analysis of the 2025 season opener paints a bleak picture for Ferrari, partly due to the disappointing result at the end of the Grand Prix. A start to the championship that completely overturned the expectations of fans and insiders alike. Italian website F1inGenerale had spoken of a highly convincing SF-25, both in race pace and single-lap performance—the Achilles’ heel of the SF-24. The car’s performance seemed in line with expectations until the green flag of the third free practice session when the SF-25 changed its setup following simulator work. FP3 and qualifying turned into a nightmare, not to mention the race, which saw both Lewis Hamilton and Charles Leclerc struggling.
Why did Ferrari raise and stiffen the SF-25? The rear suspension “trick” might be the key
The SF-25’s setup changes do not appear to have been made for simple balance adjustments but may be linked to a specific technical necessity concerning the rear suspension. Even Charles Leclerc admitted after Saturday in Australia that performance had been sacrificed, almost as a precaution. This drop in performance traces back to a “trick” first seen at the start of 2024.
Looking back, the SF-24 appeared to feature a rear suspension system with a peculiar characteristic: once a certain vertical load was reached, the rear suspension would “collapse”—essentially lowering further—causing the floor of the car to scrape against the asphalt.
This was a feature we first noticed in 2024, offering obvious aerodynamic and dynamic advantages. From an aerodynamic perspective, it improved efficiency with better penetration and optimized the floor’s performance.
However, in 2025, this characteristic seems to have become more pronounced. The squat behavior appears to have increased significantly, leading to excessive contact between the car’s floor and the track surface. As a result, the skid block mounted under the floor experienced abnormal wear, risking a violation of the FIA’s technical regulations on wear limits.
This issue only emerged in Ferrari’s simulator, as the car did not exhibit such behavior in Bahrain. While working in the simulator, Maranello’s engineers identified the problem, forcing a precautionary measure on the SF-25. This technical step back, with a stiffer rear end, triggered a performance decline in both single-lap and race pace. A stiffer setup led to annoying understeer and reduced mechanical grip.
A temporary solution while waiting for structural changes?
The difficulties in Melbourne highlight a structural limitation of the SF-25 related to the management of the rear suspension’s squat effect. Ferrari is likely already working on revising the suspension geometry to limit this behavior without sacrificing balance and aerodynamic load. However, such an intervention requires time and extensive testing, meaning that in the short term, the team will likely need to find a compromise between ride height and overall performance.
This is why Loic Serra, Ferrari’s Technical Director, will not be in China but will closely monitor work in Maranello. The Frenchman will oversee simulator and factory development in search of a fix. The solution could involve a new bump stop system or dampers with a more controlled progressive elasticity.
