The upcoming races will be the last of this generation of ground-effect cars. These machines were designed to allow drivers to follow each other more closely, enable overtakes, and deliver thrilling wheel-to-wheel battles. Yet, they have become sheer speed monsters, breaking numerous records while facing almost the same issues as the previous generation. Additionally, they are hyper-sensitive, creating near-unsolvable headaches for engineers and putting advanced factory technologies like wind tunnels and simulators under pressure. McLaren has understood this better than most over the past two years but proceeds cautiously; Red Bull relies on driver talent and track performance; Mercedes struggled to understand the cars; and Ferrari has often taken a step back after a step forward.
The SF-25 shares the same problems as the W13: extreme ride heights
“Why do they want to go so low? We could do it too and gain three tenths.” These are the words Matteo Bobbi revealed in the latest AutoRacer live stream, referring to comments made by McLaren engineers about Ferrari’s situation. Discussion centered on the many challenges the Scuderia’s current car faces: the pull-rod front suspension, the newly updated rear suspension, aerodynamic shortcomings, and other issues. Bobbi summarized it perfectly: “The truth is, Ferrari lacks performance.” The SF-25 was conceived with conservative setups in key areas, exaggerated concepts that previously worked (rear suspension), and some critical conceptual mistakes. Issues deemed unacceptable by some fans and even technicians, though historically similar mistakes have occurred with prominent teams like Mercedes.
Listening to the latest live discussion, it seems the SF-25 was fundamentally born with the same problems as the W13, the first ground-effect car designed by James Allison and Mike Elliott. A car with immense potential, yet developed using ride heights that are practically impossible to replicate on track. At the time, bottoming and porpoising caused instability in high-speed sections. Today, the main concern is plank wear. Ferrari must navigate disqualification risks if it sets the SF-25 within the ideal window or rely on plank-saving techniques during races. As a result, flashes of performance are seen only in exceptional cases, such as at Silverstone on very smooth asphalt or in China, where performance dropped on Sunday despite preparation for the Sprint Race. Conceptually, the potential exists, but extracting it is extremely challenging. Mistakes reflect poor planning on which areas Ferrari should or should not have pushed during development. Another critical factor, mentioned in the live discussion, was the directive issued around the Las Vegas GP regarding plank regulations, at a time when cars were already in advanced stages of development.
Ideas exist, but must be “freed and heard”
Despite evident frustration and near-depression among fans—who remain vocally supportive on track—Ferrari has the opportunity to redeem itself. Firstly, greater awareness and improved external communication, as previously suggested, would help reduce pressure, especially from the media. Beyond that, the team can build on important precedents and situations not entirely different from its own. Looking at Mercedes: after Mike Elliott’s departure and James Allison’s return to a central role, Toto Wolff’s team added Simone Resta—formerly of Ferrari, with limited results—without major moves in the market. Yet, anticipation and confidence are high for the next regulations, partly thanks to the Power Unit, which will be shared with McLaren, Williams, and Alpine, making a superior car and driver combination essential.
Red Bull, after a challenging start with Ferrari—partly due to an overweight RB18—eventually dominated before setbacks raised doubts about Pierre Waché and the new technical direction without Adrian Newey. The 2025 season seemed to follow a similar path until a recalibration restored confidence and enthusiasm at Milton Keynes. Similarly, McLaren, after losing some key figures, added Rob Marshall—a crucial contributor—and renewed trust in existing staff under the guidance of Andrea Stella. This mirrors Giuliano’s comment: “At Maranello, there is talent and there are ideas, but they are often restrained. They must be freed and listened to.”
For this to happen, courage and strength from Team Principal Frederic Vasseur, recently renewed, will be crucial. He will be accountable for results in the next season. Ferrari must dare at every level, and the SF-25 will carry the stamp of its French manager. The hope is that the Scuderia can regain stability, continuity, and above all, return to being competitive at the highest level.
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