F1, Ferrari: why understeer is the biggest limit in Singapore
For Ferrari, another Formula 1 weekend is unfolding full of difficulties, once again falling short of expectations and the true technical potential of the SF-25. Between Baku and Singapore, the Maranello team faced two of the best opportunities of the season to secure significant results, yet due to a combination of factors, they failed to capitalize, not even in qualifying.
The handling and on-track balance issue
Multiple elements have affected performance and deserve a detailed analysis. The first aspect concerns handling, meaning how the theoretical balance identified in the simulator translates onto the track. Ferrari has continued to show understeer tendencies, which were already evident during Friday practice. This is now a chronic issue, although partially contained on this occasion.
The lack of rotation is particularly evident in the first three corners, where the front tires seem too cold compared to their optimal temperature range, a consequence of a forced compromise in overall thermal management. Ferrari drivers struggle to hit the apex as naturally as McLaren drivers do.
Onboards reveal the SF-25’s behavior
Onboard footage clearly illustrates the dynamics. The clearest example occurs in the initial section of the lap, in the first three corners, where similar issues reappear at different points on the track, though with varying intensity. Analysis shows how Lewis Hamilton has to use a wider entry trajectory, expanding due to reduced front-end responsiveness.
Conversely, George Russell’s Mercedes manages a much tighter entry, indicating a far more effective front end. This behavior was expected, although the Brackley team had concerns about the Singapore track due to its many combined braking zones that stress rear stability.
Lewis uses the inside curb less and must steer with a greater angle, while George, thanks to a more incisive front, requires fewer steering inputs and achieves a more natural rotation. Mercedes’ superiority is particularly evident during cornering, where the English car maintains composure and traction without errors.
Exiting the corners, the differences shrink slightly, but the advantage built by the W16 remains significant. The same trend is visible in Turn 3, where the Brackley car positions itself more effectively and adopts a setup favoring front-end load to ensure smoother rotation. When Ferrari misjudges the entry, the risk of oversteer during throttle application increases significantly—a direct effect of the imbalance between the two axles.
The nature of Ferrari’s problem
During weekend briefings, Charles Leclerc repeatedly complained about excessive understeer. Combined telemetry and onboard analysis reveal that Ferrari drivers are forced to turn the wheel more sharply at corner entry to compensate for the lack of front-end response.
When applying throttle, the rear saturates grip and loses adhesion. This generates an oversteer sensation, which is actually a consequence of insufficient initial rotation. The SF-25 is therefore not inherently oversteering, but struggles to generate proper front-end rotation, creating a domino effect in the second half of corners.
In short, Ferrari is trapped in a delicate balance: a car that cannot bring the tires up to temperature and has an overall grip limit below its main competitors. The SF-25 remains a project with potential, but its operating window is narrow, and even small environmental changes compromise its competitiveness.
In Singapore, as seen previously at the Baku Grand Prix, the Italian car’s technical potential remained unexpressed—another missed opportunity that underscores how much the Scuderia must still work on vehicle sensitivity to thermal and dynamic parameters. Likewise, the team struggles to fully understand the car and extract its maximum performance, precisely what team principal Frederic Vasseur hopes to achieve.
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