The qualifying phase has not been the strongest aspect of Ferrari’s performance over the past two seasons. A variety of contributing factors are responsible for the evident performance gap between Saturdays—when qualifying takes place—and Sundays, when the actual Grand Prix race is contested. These include challenges related to how effectively the tyres are utilized over a single lap and a car philosophy that prioritizes race performance, having been designed to deliver its maximum potential when running with a full fuel load over long distances. Now, added to this complex picture is a technical problem raised by Charles Leclerc during the recent British Grand Prix weekend. The Monegasque driver, visibly frustrated by what he perceives as a regression in his one-lap qualifying performance, has pointed to a recurring issue. Ferrari Team Principal Frédéric Vasseur has acknowledged this concern, and suggested that an additional factor may also be playing a role.
Hydraulic System Under Scrutiny
For the first time during the 2025 Formula 1 season, following the qualifying session at the Silverstone Circuit, Charles Leclerc made reference to a mysterious technical issue that seems to affect the Ferrari SF-25 during qualifying sessions, although he clarified that the problem does not occur consistently at every circuit on the Formula 1 calendar. His explanation was cryptic and non-specific, as he described a phenomenon that tends to appear in high-speed sections of racetracks. He noted that the issue is not linked to the aerodynamic balance of the car and is also unrelated to the rear suspension system—which is scheduled for an upgrade at the upcoming Belgian Grand Prix at Spa-Francorchamps.
After Charles Leclerc’s remarks, speculation surfaced on several motorsport analysis platforms. Some suggested the problem might be linked to the car’s fuel pick-up system struggling under low fuel conditions combined with high lateral G-forces experienced in fast corners. Formula 1 journalist Jonathan Noble, writing for The Race, also discussed the issue, proposing that it might be tied to the Ferrari power unit. According to his report, during certain scenarios, the qualifying engine mapping could lead to overheating, forcing the engine control unit to activate protective strategies that limit engine performance.
However, Charles Leclerc later clarified that he was not referring to the Ferrari power unit or its engine management system. In an interview given to Radio 1, the Monegasque driver hinted instead at a general issue concerning the steering wheel. Motorsport journalist Roberto Chinchero subsequently confirmed, writing on Motorsport.com, that the difficulties were indeed associated with the hydraulic power steering system—commonly referred to as the servo or hydrosteering mechanism. This critical system relies on an intricate network of internal chambers and oil channels. It is designed to ensure that turning the steering wheel results in changes to oil pressure, which in turn generates an assisting torque that reduces the physical effort required by the driver to steer the car.
The high-speed corners referred to by Charles Leclerc in his initial complaint are exactly the kinds of turns where the Formula 1 car experiences maximum lateral acceleration and the highest levels of aerodynamic downforce. These conditions place extreme physical demands not only on the driver but also on the hydraulic steering system. The fact that this issue only arises on certain Formula 1 tracks may be directly related to the presence of long, fast corners—such as those found at the Silverstone Circuit and, potentially, again at Spa-Francorchamps in Belgium.
A Problem Unique to the 2025 Ferrari SF-25
When asked directly by journalists during the race weekend, Charles Leclerc admitted that he was not very optimistic about finding a quick solution to this specific problem. However, Ferrari Team Principal Frédéric Vasseur offered a more reassuring outlook. He expressed confidence that the issue could be addressed and resolved, while also clarifying that it is something specific to the 2025 Ferrari SF-25 chassis. According to the French manager, the issue was not carried over from previous iterations of Ferrari’s Formula 1 cars.
It is entirely plausible that Ferrari’s planned transition to a pull-rod front suspension design for the 2025 season has required a complete redesign of both the steering system casing and the hydraulic components. This redesign would have been necessary to create sufficient space in the lower section of the chassis for the spring-damper assembly, which in the past was positioned higher up in the car when the team used a push-rod suspension configuration. It raises the question of whether this extensive redesign may have inadvertently introduced some early-stage flaws into the hydraulic steering system—flaws that have only become apparent now during real-world testing under race conditions.
Importantly, this issue does not involve an unsustainable physical workload being placed on the driver. Rather, the problem lies in the lack of precise feedback transmitted through the steering wheel. Unlike road-going vehicles, a Formula 1 car operates constantly at the absolute edge of mechanical and aerodynamic grip. As such, the driver needs to receive an extremely clear sense of how much traction the front tyres have at any given moment. The assistance delivered by the power steering system must therefore be as progressive, linear, and consistent as possible to allow the driver to interpret these forces accurately.
A particularly insightful comparison can be made with British Formula 1 driver Lando Norris. The McLaren driver has previously spoken about his own issues with the 2025 McLaren car, which stem from a lack of harmony in feedback through the steering wheel. Although in his case the problem originates in the suspension system rather than the power steering, the nature of the discomfort is comparable. Lando Norris explained that he is a driver who primarily senses the limits of the car through his hands, as is the case for most racing drivers. He elaborated that while a Formula 1 driver can rely on multiple sensory inputs—such as visual cues or sensations from the feet and legs—it is the information transmitted through the steering wheel that plays the most vital role in reading the car’s limit of adhesion. This highlights the role of individual driver sensitivity and suggests why Charles Leclerc appears more affected by the steering issue compared to his Ferrari teammate, seven-time Formula 1 World Champion Lewis Hamilton.
Setup Evolution and Its Consequences
While it remains difficult to precisely quantify the exact time loss per lap caused by this power steering issue, it would be incorrect to place the blame for all of Ferrari’s qualifying difficulties solely on the hydraulic steering system. Other significant factors are also involved. These include the limited ability of the SF-25 to extract maximum performance from the tyres in qualifying conditions, as well as the inherent design characteristics of the car, which favour consistent performance over race distances rather than over a single flying lap. Additionally, some of the inconsistency has come from minor driving errors by Charles Leclerc himself—mistakes that he has acknowledged publicly. Known throughout the paddock for being a particularly self-critical and analytical driver, the Monegasque driver has not shied away from expressing his disappointment at the decline in his one-lap performance over the course of the season.
Ferrari Team Principal Frédéric Vasseur has also shared his interpretation of the matter, noting that Charles Leclerc has improved significantly in terms of race pace. According to the Frenchman, this could partly be due to the direction the team has taken with car setup, which now appears to be more focused on delivering optimal performance over long stints, making qualifying sessions more challenging as a result. Since his arrival at Ferrari’s headquarters in Maranello, Frédéric Vasseur has championed a strategic approach that emphasizes the importance of Sunday race performance above all else. That philosophy has now been deeply integrated into both the team’s mindset and the car’s technical concept. Charles Leclerc has also adjusted his expectations and setup preferences in line with this shift, altering what he demands from the car in terms of handling and response.
Ultimately, it is the accumulation of many small technical and strategic choices that explains Ferrari’s ongoing lack of competitiveness during qualifying sessions. In modern Formula 1, where competition is measured in mere thousandths of a second, even the smallest technical imperfection or missed opportunity can result in costly consequences. This was clearly demonstrated at Silverstone, where just two-tenths of a second separated the top three rows of the starting grid—a gap that can mean the difference between fighting for a podium or starting from the midfield.
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