Scuderia Ferrari wrapped up the 2024 Formula 1 season with what could be considered the fastest car on the grid, narrowly missing out on the constructors’ championship. Despite their impressive performance, McLaren secured their first constructors’ title since 1998, with Lando Norris claiming victory in the Abu Dhabi Grand Prix ahead of both Ferrari drivers. Charles Leclerc delivered a remarkable performance, charging from 19th to finish on the podium. However, his efforts weren’t enough to close the points gap, even after a dramatic moment where Oscar Piastri was spun by Max Verstappen.

Leclerc is now joined by Lewis Hamilton at Ferrari, and the British driver would have been optimistic about joining the team after their strong finish to the previous season. Hamilton expressed his excitement at the end of testing, although Charles Leclerc’s sentiments weren’t as positive. The Monegasque driver raised concerns about the balance of his Ferrari, highlighting issues that may have been brewing behind the scenes.

The Australian Grand Prix at the Albert Park circuit in Melbourne didn’t go as expected for the Italian side, with the team leaving the race with only five points. Charles Leclerc finished in 8th place, while Lewis Hamilton managed to secure a 10th-place finish, earning points but falling short of a stronger result.

It seems the design changes Ferrari implemented over the winter at their Maranello headquarters have caused more issues than anticipated. Journalist Michael Schmidt discussed these challenges in detail on the Auto Motor und Sport YouTube channel after the Australian Grand Prix, pointing out that Ferrari is currently struggling with “massive balance problems” that were not present in the previous season.

After thoroughly evaluating the Maranello team’s performance in last Sunday’s Grand Prix, the German F1 expert commented that it resembled the situation when McLaren suddenly performed exceptionally well in Q3. He noted that in Q1 and Q2, Ferrari appeared to be as competitive as they were in practice, but then they were significantly pushed back during the later stages of the session. Ferrari ended up seven-tenths behind McLaren, and he pointed out that they were facing significant balance issues, which was unusual given that they hadn’t experienced such problems the previous year.

He explained that Ferrari likely had to increase the ground clearance on their car, as a lower setting could have risked disqualification if the plank wore down too much. However, raising the clearance didn’t seem to benefit the car’s performance. He also mentioned that, similar to the previous year, Ferrari struggled in wet conditions, as they had difficulty getting their tyres to the right temperature.

He observed that Charles Leclerc was generally in fifth or sixth place, which meant they likely couldn’t have achieved a better result. As a result, the Maranello team opted for a risky strategy, similar to Red Bull’s, when the rain arrived.

The Australian Grand Prix saw several drivers racing for new teams, with six full-season rookies getting their first taste of the Formula 1 season in challenging, rainy conditions. Among them, Isack Hadjar, Jack Doohan, Liam Lawson, and Gabriel Bortoleto all crashed out due to the treacherous weather. However, it was the more experienced drivers like Carlos Sainz and Fernando Alonso who demonstrated just how difficult the conditions were in Melbourne.

Lewis Hamilton, in his debut for Ferrari, had a mixed performance. While his overall drive showed promise, he wasn’t entirely satisfied with his communication over the radio. This breakdown in communication became crucial during the final downpour of the day, as Hamilton did not receive the vital information about a second wave of showers approaching, which ultimately cost him valuable time and positions.

Formula 1 commentator Martin Brundle questioned Ferrari’s approach to Hamilton’s debut, suggesting that their response and preparation fell far short of expectations. The team had hoped for a stronger performance as Hamilton acclimated to the Ferrari car, but issues with communication and strategy hindered their progress.

Ferrari now faces the challenge of identifying the root causes of the balance problems that emerged during the race. With a new car on the horizon for 2026, the team needs to address these concerns promptly. The longer these issues persist, the less motivation Ferrari will have to resolve them, given the upcoming changes in regulations.

While most manufacturers are already focusing their efforts on developing the 2026 car in light of the changing ruleset, Ferrari cannot afford to simply write off the 2025 season. This is especially crucial considering the stage of Hamilton’s illustrious career. The team must find a way to balance short-term performance improvements with long-term strategic planning to ensure they remain competitive.

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Ferrari, Charles Leclerc and Lewis Hamilton endured a disastrous start to the 2025 Formula 1 season at the Australian Grand Prix, with a lackluster performance that has raised serious concerns. Despite securing a fourth-row lockout in qualifying, the Scuderia managed to collect only five points from the race, a disappointing outcome for a team with high expectations.

Toto Wolff and McLaren’s Andrea Stella both suggest that Ferrari’s true pace wasn’t fully reflected in qualifying. However, a troubling gap of nearly seven-tenths to the pole sitter highlights a fundamental issue. Charles Leclerc was able to overtake midfield contenders Yuki Tsunoda and Alex Albon early in the race, advancing to fifth place. Meanwhile, Hamilton remained in eighth and struggled to find a way past the Williams of Alex Albon.

Ferrari’s decision-making also came under scrutiny. As the rain hit in the final laps, the team initially opted to keep both drivers out on slicks. This strategy miscalculation proved costly, as both Charles Leclerc and Lewis Hamilton lost significant ground by the time they pitted for intermediates, ultimately dropping down the order. As a result, Ferrari enters the Chinese Grand Prix sitting a shocking seventh in the Constructors’ Championship—below Sauber, who finished dead last in 2024.

Ferrari’s Performance Drop in Medium-Speed Corners Raises Alarming Questions for the Maranello Team’s Engineers

Post-race analysis from the Australian Grand Prix reveals that Ferrari has made substantial gains in high-speed corners, with a 0.7-second improvement and an increase of around 12 km/h compared to 2024. However, the SF-25 has shockingly regressed in medium-speed sections, an area crucial for overall performance.

According to F1 expert Giuilano Diuchessa, Ferrari’s data indicates a loss of four-tenths in medium-speed corners, suggesting that the SF-25 is struggling more than its predecessor, the SF-24, in certain crucial sections of the track. While Lando Norris’ pole time of 1:15.096 was nearly nine-tenths quicker than Max Verstappen’s 2024 benchmark of 1:15.915, Ferrari appears to be falling behind its main rivals in terms of development progress.

If Ferrari is to recover, adjustments to the car’s balance will be essential. However, such refinements take time—something the team cannot afford to waste if they want to remain competitive in the championship. With Red Bull, McLaren, and Mercedes all making significant strides, Ferrari’s margin for error has become alarmingly thin.

Martin Brundle Identifies Key Concern for Lewis Hamilton and Ferrari Before Shanghai

As Ferrari prepares for round two of the season, another pressing issue has emerged: the communication breakdown between Lewis Hamilton and his race engineer, Riccardo Adami. Their heated exchanges during the Australian Grand Prix were broadcast to millions, leading veteran commentator Martin Brundle to question why Lewis Hamilton seemed so frustrated with Adami’s feedback.

The importance of a strong driver-engineer relationship cannot be overstated. Hamilton’s long-standing partnership with Peter Bonnington at Mercedes was one of the most successful in F1 history, and building a similar rapport with Riccardo Adami is crucial if Ferrari hopes to extract maximum performance from their new signing. While Adami has a strong track record, having previously worked with Sebastian Vettel, it remains to be seen whether he and the British driver can establish the same level of trust and synergy.

With Ferrari already on the back foot heading into the Chinese Grand Prix, fixing both their on-track performance issues and internal dynamics will be key. If they fail to do so, 2025 could quickly become another season of missed opportunities for the Maranello squad.

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Lewis Hamilton’s first Ferrari has finally come to light, and with it, the anticipation grows to see it compete on track against Red Bull, McLaren and Mercedes. The new Ferrari single-seater, developed under the close scrutiny of Technical Director Loic Serra, who joined mid-2024, and Ferrari team principal Frederic Vasseur, is ready to fight for both Formula 1 titles in the 2025 championship. With expectations rising and the drivers highly motivated, let’s explore the innovations aboard the Ferrari SF-25 compared to last year’s SF-24, which came very close to winning the Constructors’ title.

The single-seater driven by Lewis Hamilton and Charles Leclerc has undergone a radical transformation, particularly from a technical standpoint. Project 677, called upon to compete for the world championship, has chosen to revolutionize its front suspension concept by adopting the pull-rod system. The setup is now a double pull-rod, with the front featuring a carefully arranged arm configuration.

Detailed technical analysis of the Ferrari SF-25’s innovations

The key differences and innovations of the Ferrari SF-25 compared to the SF-24 – Source: Andrea Galante for F1inGenerale

The upper wishbone does not adopt an extreme anti-dive setup like McLaren and Red Bull but takes a slightly more conservative approach. The reasons behind this technical choice could vary and be linked to both aerodynamics and mechanics. The new configuration and positioning of the various arms allow for an airflow channel towards the undercut and the new radiator inlets. Additionally, the new pull suspension rod, besides being thinner, directs the airflow in the central area of the car.

The central section of the single-seater has been significantly refined, appearing more tapered and sinuous compared to the SF-24. Starting from the inlet, the SF-25 car now has a more pronounced upper lip to better separate the airflow directed towards the undercut from that flowing above the sidepods. The upper lip is now highly refined, featuring a mirror housing with a double shell for micro-aerodynamic purposes. In this area, the Ferrari technicians and engineers have also added a micro-aero detail that generates a vortex to protect the airflow passing over the sidepod ramp.

Evolved and shorter rear end for more space on the floor

Source: F1inGenerale

The rear section of the SF-25 has undergone numerous modifications, with extensive optimization and refinement of the mechanics. The rear suspension, revolutionized in the 2024 Formula 1 season, now has an even more compact housing and a revised positioning of the arms. The reaction strut, typical of the pull-rod system, has now been moved a few millimeters toward the rear. This has allowed the SF-25 to gain efficiency and improve airflow cleanliness in that area.

A less visible but still significant innovation on the SF-25 is the new arrangement of the sidepods in relation to the car’s floor. The floor has been extended by a few millimeters along with the wheelbase, confirming the information which has recently been reported by F1inGenerale in one of their exclusive coverage a few weeks ago. With more maneuvering space, the Maranello team has been able to refine the 3D geometry of the floor and its ability to generate downforce at both low and high speeds. Additionally, a longer wheelbase provides greater stability in medium to high-speed long-radius corners.

The sidepods are now shorter and more compact to create more space for the power unit’s radiators and all auxiliary systems, such as hydraulics. To maintain efficiency and, most importantly, reliability, Enrico Gualtieri’s power unit department has relocated some cooling elements to the engine cover. This change is visible through the new shape of the cover, which is now more extended and features a smaller fin compared to the SF-24. The relocation of components is also justified by the presence of some vents at the rear of the engine cover and near the driver’s race number.

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The first part of the test took place yesterday, with the continuation today on the Catalan track. This is a very challenging competitive scenario for the teams, as the goal is to simulate the load levels of the 2026 cars, with tires produced by the Italian tire supplier for the new regulatory framework. The rules to follow are several, all governed by the directives issued by the FIA. We discussed this in detail yesterday. Therefore, even though the car was the SF-24, it was unthinkable to draw any interesting conclusions regarding 2025.

Lewis Hamilton did a lot of laps, and the lap times were irrelevant. For the British driver, it was important to increase his confidence with the historic Italian team and, at the same time, become more familiar with all the controls on the steering wheel. We’re talking about the various modes to manage the car more effectively. Charles also went out on track, and contrary to what was expected, he was also driving the 2024 car. This means that only today will he be able to recover the TPC lost last week when, due to the new teammate, he couldn’t run on Wednesday afternoon.

Ferrari decided to leave nothing to chance. Today, Charles should take advantage of the last opportunity granted by the FIA for the TPC. The Monegasque driver hadn’t completed the testing program because of Lewis’s crash into the barriers in the last sector of Montmelo. The crash occurred at very high speeds, over 200 km/h, in turn 14. The British driver lost control because he was pushing very hard, testing the limits of the car. It was quite a tough impact that ruined the front end of the SF-23, preventing Leclerc from completing the program.

Yesterday, Hamilton and Leclerc ran with the SF-24. Two cars were appropriately modified according to the directives of the International Federation, with the aim of collecting precise data on the Pirelli 2026 tires. Therefore, as mentioned, this test couldn’t have any direct impact on Ferrari’s car for next season. However, for the sole tire supplier, it was of vital importance, as they are working to define the specifications for the next generation of F1 cars. Currently, there is no physical model of the 2026 cars.

This is a factor that is making the work of the team of technicians led by Mario Isola particularly difficult. The team of engineers is trying to simulate the aerodynamic load levels specified by the new regulations. For this reason, the cars used in these tests are lightened by about 30 kilograms, thanks to a reduced amount of fuel used when simulating race stints, in an attempt to recreate conditions as close as possible to those of the future. We know that Ferrari, like McLaren and Alpine, has been asked to work on the suspension.

Very useful modifications to better understand the behavior of the compounds and effectively widen, as much as possible, the analysis range when the cars are stationary, as the saying goes. Pirelli’s strategy is quite clear: define a specific, accurate approach regarding the development of the tires. Having different teams helping, considering the different basic design characteristics, is a real boost for the Italian company. It allows them to validate the data and choose the most profitable path to follow towards the set target.

In these tests, a particularly low downforce setup was needed. The one used at the Monza Grand Prix, if we’re talking about Ferrari. From observing the SF-24 on track, we noticed the appearance, between runs, of some aerodynamic elements placed at strategic points. This is if our perception wasn’t mistaken, considering that visibility wasn’t optimal. Assuming such a context, we could most likely assert that these devices were designed to maximize downforce without compromising airflow.

A measure to simulate different levels of downforce in alternate runs. We refer to the need to test low-load configurations, then compare them with a higher downforce setting. Furthermore, as we understood through our conversation with Pirelli on Monday afternoon, a different use of the rear wing was confirmed. Allowing the use of DRS even outside the designated zones, in practice, to reduce drag in various parts of the Barcelona circuit. In summary, Ferrari showed great efficiency in testing with the SF-24.

Excellent feedback provided by Hamilton and Leclerc, which Pirelli deemed very valuable, contributing to the data collection necessary for the future of the tires. Today, Ferrari continues its work, and right now, they are warming up the engines to get on track. This is the final warm-up before February 19, when the SF-25 will finally reveal its shape to the entire world. First on social media, then some exploratory laps on home soil. We’ll be there, of course, to provide all the information useful to the cause.

— see video above —

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The 2026 updates
The objectives of the test require significant modifications to the cars, limiting references to the previous season, and, in Lewis Hamilton’s case, the familiarization with the latest Ferrari. The most significant difference concerns the tires, which have been revised in construction and compound, being very different from the current ones. For 2026, Pirelli has chosen to continue with the 18-inch diameter wheels, narrowing the front tires by 25 mm and the rear ones by 30 mm. Despite this reduction, however, the cars in Barcelona do not feature any changes to the braking system.

The 2026 tires are designed to work under different loads than the current ones. Specifically, the next-generation cars will use active wings at both the front and rear, significantly reducing aerodynamic load in straights. However, Pirelli’s focus is on the stresses experienced in corners when the cars close the wings, transitioning to a configuration with higher aerodynamic load. “We have focused our analysis on the high-load mode, which currently shows values about 15% lower than the current ones,” explained Mario Isola. Hence, the need to conduct the development tests on the 2024 cars in a special low-downforce setup.

Higher and lighter cars
The difference in aerodynamic load between the intermediate configuration and the low-downforce one typically used in Monza is about 10%. In Barcelona, Ferrari and McLaren are running with an even more aggressive setup, reducing the wing profiles as much as possible, but not only that. By raising the ride height by just a few millimeters, they lose some load, approaching the expected values for 2026.

Raising the current cars is also functional to another goal of the Pirelli tests. The upcoming regulations could encourage teams to use ground effect less aggressively, raising the floor to work further from the ground. “There are different opinions about it; work is being done in certain directions, but it’s still not completely clear,” said Haas Technical Director Andrea de Zordo in a recent interview for the Italian media. “They probably won’t be as low as they are now, but perhaps not as high as they once were.”

The 2026 cars could be taller and less rigid than the current ones, which, running very close to the ground, require strong stabilizing action from the suspension system. Therefore, Pirelli has every interest in raising the 2024 cars in the tests and softening their suspension adjustments, factors that greatly affect how forces are transmitted to the tires. Another important difference between the Ferrari and McLaren that fought for the title in Abu Dhabi and those currently testing in Barcelona.

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“The Ferrari SF-25 has gained almost a second” sounds like one of those classic January statements, at least according to Leo Turrini. The well-known Italian journalist promptly dismissed claims about the tenths Ferrari has supposedly gained, yet…

According to Leo Turrini, these are nothing more than baseless rumors. In his blog, he quickly commented on the theory of Ferrari’s improvement, effectively dismantling it. “The winter period seems endless, and inevitably, the Space Balls start circulating. But for heaven’s sake! Among other things, these ‘rumors’ are objectively meaningless.”

How much will Ferrari gain in 2025?

He then added: “Let me explain. They say that in the simulator, Ferrari has gained a second or slightly more. But compared to whom? No one knows anything about the data from Mercedes, McLaren, Red Bull, etc. Except for those directly involved, who reveal nothing,” he continued.

Leo Turrini’s observations are generally valid, but only up to a point. When discussing improvements and recovered tenths, the reference is often made to Ferrari’s previous year’s car. So, when estimating lap time gains, it’s clear that the comparison is with the SF-24, not with other teams’ cars.

Regarding how much the car that Lewis Hamilton and Charles Leclerc will drive this year has improved, F1inGenerale sought clarification on the actual gains of the 677 compared to the SF-24. Their source reported that much of the improvement came from the front suspension, where the pull-rod design unlocked significant potential. The same source estimated a gain of five tenths.

A greater airflow passage between the undercut and sidepods has allowed the team to optimize the aerodynamics in this crucial area. All these elements work together with changes made to the power unit and rear end. Therefore, the comparison should primarily be made with Ferrari’s own previous car.

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One of the most iconic components of F1 cars is undoubtedly the steering wheel. Let’s delve into an analysis to uncover the workings and all the secrets of the Ferrari steering wheel, one of the most renowned and admired in the paddock.

We will divide the analysis of the Ferrari steering wheel into sections based on the types of switches present. We’ll start with the buttons, then move on to the so-called “rotary switches,” and finally describe the toggles.

The Analysis of the Ferrari Steering Wheel: The Buttons
We begin the analysis of the Ferrari steering wheel by describing the function of all the buttons. As can be inferred from their size and prominent position, buttons 1 and 2 are among the most important in the car. The first, marked with the letter “N” for “Neutral,” engages neutral gear. This function is essential to allow the driver not to hold the clutch during prolonged stops. Primarily used during free practice stops and while preparing for starts, it is no longer used during race pit stops. In fact, the level of speed achieved by mechanics in tire changes leaves no time for the driver to press the button!

The second button, marked with “P” for “Pit limiter,” activates the mandatory speed limiter for the pit lane. The maximum value ranges from 60 km/h to 80 km/h depending on the circuit. This allows the driver to accelerate freely without worrying about controlling the throttle. It is also worth noting that, as these modes are used only in specific situations—outside of which they would cause a significant disadvantage (e.g., activating the limiter in the middle of a Grand Prix)—they are surrounded by a protective cover to prevent accidental presses.

Button 3, labeled “RADIO,” opens communication with the pit wall. Engineers can talk to the driver at any time, while the driver must use this command to communicate, pressing it again at the end to close the line.

Button 4, marked “PC” for “Pit Confirm,” is used by the driver to show their agreement to carry out a pit stop without needing to communicate it via radio. In fact, it is very common to hear the race engineer say: “Box box. Pit confirm please!” This function can also be useful in case of radio malfunction, serving as an alternative way to signal the intent to pit.

Button 5, labeled “CHR” for “CHARGING,” activates the hybrid charging mode. It is predominantly used at the end of a qualifying lap or during a Safety Car period. Upon activation, three blue LEDs light up on the rev counter (as shown in the following photo).

Ferrari steering wheel “Charging mode on” – source: f1ingenerale

Button 6, labeled “OIL,” activates the secondary oil pump for additional engine lubrication when the primary lubrication is insufficient. It is activated by the driver upon request from the pit wall.

Buttons 7 and 8, labeled “K,” provide extra power to the engine in two modes. The “K1” mode is used during duels, either to attack or defend on straights. The “K2” map is activated during key laps of the race, such as the GP start, the in-lap or out-lap during a pit stop, or restarts after a Safety Car. These modes are used sparingly as they exert additional strain on the engine, which, if excessive, would reduce its mileage and could compromise its reliability.

Buttons 9, labeled “+1” and “+10,” are used to set parameters for various settings. For example, when engine issues arise, it’s common to hear the engineer over the radio providing values to input on the steering wheel (usually referring to sensors not functioning correctly).

Toggle 10 adjusts all the car’s parameters based on the type of tires fitted, as dry tires have a different diameter compared to intermediates (INTERS) and extreme wet tires (XW for “Extreme Wet”).

The Rotary Switches of the Ferrari Steering Wheel
Switch 11, labeled “SOC” for “State of Charge,” sets the hybrid system’s charging mode. The closer the number is to 1, the more “aggressive” the energy deployment will be, prioritizing energy usage over storage in the battery.

Rotary switches 12–16 control various aspects of the car’s setup, such as engine braking (“EB”), the differential in entry and mid-corner (DIF IN and MID), braking settings (“BS” for “Brake Shave”), and torque delivery (“TRQ” for “Torque”). These are the most frequently used by drivers to fine-tune the car’s behavior during qualifying laps or adapt their driving style to race conditions, including fuel and tire management.

The Toggles
Toggle 17, known as “MULTIFUNCTION,” acts as the heart of the car, allowing the adjustment of all the primary settings, such as gearbox settings (“GX”), spark plug settings (“SPK” for Sparks), and default driver settings related to sensors.

It is often paired with buttons 9 to adjust the values in the selected area. For example, to set the gearbox to value 3, the dial must first be turned to the GX setting, followed by using the buttons to scroll through the options until number 3 is selected.

Toggle 18 sets the hybrid strategies (“PU modes”), managing the interaction between the internal combustion engine and the electric motor. Modes include “RACE” for the race, “PUSH” for qualifying laps, and “SLOW” for Safety Car (SC) and Virtual Safety Car (VSC) phases.

Switch 19 determines the “Engine modes,” which control the power of the internal combustion engine (often referred to as “ICE,” or Internal Combustion Engine). The closer the setting is to 1, the greater the power output. Conservative mappings are preferred during free practice, while higher settings are used for qualifying and the race. However, since the 2020 Italian Grand Prix, this setting has been locked in parc fermé, preventing teams from adjusting it after qualifying.

Toggle 20, called “SECONDARY MULTIFUNCTION,” operates similarly to the previously described toggle but controls secondary, less frequently adjusted settings of the car.

Switch 21 adjusts the clutch “bite point,” primarily modified before the start.

Finally, toggle 22, labeled “Tyre Phase,” does not alter the car but allows the driver to quickly and cryptically inform the team about tire conditions during the race.

Source: f1ingenerale

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On the eve of the Abu Dhabi Grand Prix, Ferrari’s rallying cry was to believe and push to the last lap to leave no room for regret. While the Constructors’ Championship did not go Maranello’s way, broadening the perspective, the fact that Ferrari fought for the title until the end underscores the growth achieved throughout the year.

In a season that proved extremely challenging on multiple fronts for many teams, Ferrari demonstrated several positive aspects to build upon in pursuit of the championship. To understand why, we must revisit the story of this championship, starting with its beginnings, when Ferrari emerged as the second-strongest force behind Red Bull in the early races.

Like Mercedes, Ferrari decided to change its concept in 2023, but unlocking its true potential required the winter development phase, including a chassis redesign. As in previous years, the work carried out in Maranello during the off-season bore fruit. Given the struggles of Mercedes and McLaren, Ferrari quickly asserted itself as the second force on the grid.

A Solid Foundation from the Start
Although the gap to Red Bull remained considerable, starting the season with a solid foundation for continued development was a key objective. While there were still areas to address, such as performance in long and high-speed corners, the progress made with the SF-24 during the winter was evident, with notable advancements across several areas.

In terms of overall performance, data highlighted improvements in medium-to-high-speed corners at circuits like Saudi Arabia and Japan. For instance, at Suzuka, where the SF-23 lost around six-tenths in the first sector alone at the end of last year, the gap this season was more than halved. This was due in part to the SF-24 being fundamentally different from its predecessor, not only in strengths but also in balance and handling.

One of the objectives was to make the car more predictable and easier to drive than the SF-23, which was often difficult to handle, particularly in strong wind conditions due to its aerodynamic map. From the outset, the 2024 car proved to be not only more manageable and intuitive for the drivers but also well-balanced.

On the other hand, the SF-24 also differed from its predecessor in specific traits, such as its ability to preserve tire life over long distances, though this came at the cost of quickly bringing tires into their optimal performance window during qualifying. This was a recurring theme throughout the season, particularly when extracting maximum grip from the soft tires in Q3, where the team faced some additional challenges.

Despite areas requiring further work, the progress observed in the early races confirmed the effectiveness of the winter development efforts. Ferrari secured podium finishes in almost every one of the first six Grands Prix, with the sole exception of China. This was a crucial factor, as the solid foundation allowed the team to shift its focus to development, with the first upgrade package arriving in Imola.

Monaco Was the Brightest Gem of Ferrari’s First Half of the Season
Monaco stood out as the most dazzling highlight of the first half of the championship for Ferrari, showcasing Charles Leclerc’s exceptional talent on the streets of the Principality and highlighting some of the SF-24’s best qualities. This came despite the car often falling short in qualifying performance throughout the year. However, in Monte Carlo, where qualifying is everything, Ferrari did not disappoint, leveraging a track that suited the car’s characteristics.

The Return of Bouncing Revealed Strengths and Weaknesses
The joy of Monaco preceded Ferrari’s most challenging period of 2024: the midseason phase. In Canada, as later admitted by the Maranello team, a setup mistake cost them, but it paradoxically became a critical lesson applied in the second half of the championship. More complicated was the triple-header of Spain, Austria, and Great Britain, where Ferrari stumbled into a common 2024 pitfall—errors in development.

In an effort to enhance downforce, Ferrari introduced a substantial upgrade package in Barcelona, including a new floor. However, the updates brought back aggressive bouncing, which not only compromised the car’s performance but also eroded driver confidence.

The Austrian GP illustrated this issue starkly, with the bouncing so severe that the team abandoned the new floor by Silverstone.

Even reverting to an older specification that provided more stability and less aggressive peaks in downforce, Ferrari found itself lagging behind competitors like Red Bull and McLaren, particularly in high-speed sections. Although initial corrections were made by Hungary, partially alleviating the bouncing, it was evident that these fixes alone could not close the gap. More significant developments had to wait until after the summer break.

Lessons from a Difficult Phase
Reflecting on the season, Team Principal Frédéric Vasseur pointed to this challenging period as a critical factor in losing points in the Constructors’ Championship:

“I don’t want to make a list, but with the new updates, we had three or four consecutive races where we struggled a bit. During this period, we lost about 80 or 90 points compared to McLaren,”* Vasseur stated.

Indeed, this difficulty coincided with the season’s most delicate phase—a grueling calendar featuring three consecutive high-speed circuits, followed by a brief one-week break, then two more races. While Ferrari introduced fixes between Silverstone and Budapest, the compressed schedule of five Grands Prix in six weeks left little time for comprehensive intervention, costing valuable points in the championship battle.

A Strong Second Half of the Season
Recovering from setbacks is often considered the hallmark of success, and Ferrari embodied this principle. From their midseason struggles, they found their way back, particularly with the upgrades introduced at Monza.

The updates in Italy, followed by improvements to wing flexibility, provided increased downforce and stability without reintroducing the bouncing issues that had plagued the SF-24 earlier. This progress was evident in Austin, where the track highlighted Mercedes’ W15 limitations, while Ferrari excelled in slow corners and clinched another victory.

The same strengths resurfaced in Mexico, where Ferrari secured a second consecutive win, reentering the championship fight. However, familiar issues persisted in subsequent races, such as high-speed corner deficiencies in Qatar and sensitivity to cold conditions, as seen in Las Vegas, where the car struggled to quickly bring its tires into the optimal performance window.

The SF-24 thrived on circuits with sharp corners and long straights, favoring its characteristics. Yet, cold temperatures remained a limiting factor. Ferrari’s qualifying struggles this year are another area requiring significant focus during the off-season, as McLaren, for instance, managed to balance single-lap performance with race pace—a feat Ferrari has yet to achieve.

Building Towards 2025
Ferrari’s performance in fast sections and long corners remains an area needing improvement, along with combined braking zones that demand greater front-end stability. This was an area where the MCL38 excelled, with McLaren making substantial progress compared to past seasons. Their balanced and effective car showcased its strengths at tracks like Abu Dhabi, underscoring Ferrari’s need to address similar deficiencies.

Despite its challenges, Ferrari’s season laid a foundation for a completely new 2025 project. The goal is to launch a championship-winning campaign in the final year of this regulatory cycle.

While Ferrari lacked pure performance and technical leadership compared to a McLaren that emphasized reliable updates, the team’s cohesion—both technical and human—proved invaluable. Strategic improvements, influenced by Fred Vasseur, became a key asset, forming the bedrock for next season’s efforts. With this trajectory, Ferrari dreams of a title-winning year ahead.

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A cautious start
In the early races of the 2024 Formula 1 season, Ferrari limited itself to circuit-specific adaptations while preparing the first major aerodynamic update package for spring. In the Saudi Arabian Grand Prix at the Jeddah Corniche Circuit, a medium-downforce rear wing debuted, accompanied by a single-profile beam wing that appeared only during the third free practice session. In the Australian Grand Prix, minor tweaks were made, such as the addition of two flaps on the sides of the rear wing supports. Finally, in Japan, further adaptations were introduced for the beam wing and rear wing, along with new fairings on the rear suspension arms to better manage airflow around the gearbox and diffuser.

Imola
After a brief shakedown at the Fiorano circuit, the first major aerodynamic upgrade package for the SF-24 debuted in the Emilia-Romagna Grand Prix weekend. A new floor design was introduced, with visible changes to the side edges. The bodywork was revised, featuring inverted side air intakes and deeper undercut sections under the sidepods to improve airflow toward the rear and increase local pressure, shielding the floor from turbulence.

The cooling system was also marked by key changes, with a new layout for the outlets on the engine cover and the sealing of the bypass duct exit behind the halo mounts. Additional updates included new fairings for the rear suspension arms and tweaks to the front wing flaps.

Monte Carlo
Ferrari returned to victory on the streets of Monte Carlo in the Monaco Grand Prix, with Charles Leclerc celebrating a historic home Grand Prix win. The result was aided by typical Monaco-specific adaptations, such as a high-downforce rear wing and similarly loaded beam wing.

Barcelona
Less than a month after the Imola package, the second evolutionary step for the SF-24 arrived with high hopes in the Spanish Grand Prix. A new floor design debuted, focusing on the diffuser and underside, with changes concealed externally. Further sculpting was done under the sidepods, along with refinements to the aerodynamic appendages around the halo. A new high-downforce package, including a rear wing and beam wing, also debuted.

Overall, the package increased aerodynamic downforce but exacerbated the bouncing and porpoising issues that had persisted since the start of the year. Ferrari conducted comparative tests with the old specification in Austria and England, seeking to address the issues through setup adjustments. Finally, at the Hungaroring circuit, a corrected version of the new floor debuted, keeping bouncing within acceptable limits.

Spa
As expected, Ferrari introduced the first adaptations for low-downforce tracks during the second half of the season in Belgium at the Circuit de Spa-Francorchamps. The front wing featured less aggressive flaps, while a new single-profile beam wing appeared at the rear. The most significant update was the low-downforce rear wing, which reappeared at the Azerbaijan Grand Prix.

Monza
The home race marked the debut of solutions to the bouncing issues amplified by the Barcelona aerodynamic package. Key updates were made beneath the floor, with visible changes to the outer edge suggesting evolution rather than revolution of the previous design. A new diffuser with a keel at the end of the central ramp was also introduced, along with tweaks to the bodywork. Ferrari celebrated another victory with Charles Leclerc, aided by a low-downforce package that included a rear wing, beam wing, and front wing flaps.

Singapore
At the night race, Ferrari introduced a new front wing initially scheduled for the United States Grand Prix in Austin, a month later. The wing featured significant changes to airflow distribution around the suspension arms and floor, with more loaded profiles in the central section compared to the edges. Notable work was also done on the junction between the flaps and the endplate, correcting vortex generation in this area to counteract turbulence from the front wheels.

Austin
The new wing from Singapore hinted at a more substantial package in Texas, but expectations were unmet. Ferrari instead focused on improving the front wing’s flexibility, considering the FIA’s decision not to modify deformation tests before the year’s end. “It’s not that we don’t bring updates just because we don’t announce them. What we declare are only changes to external shapes,” said Team Principal Vasseur after the victorious Austin weekend. His words highlight that observed updates represent only a fraction of the year’s overall development.

Las Vegas
In the Las Vegas Grand Prix weekend, the Ferrari engineers and technicians conducted initial tests with an eye toward 2025. During the first free practice session in Nevada, Carlos Sainz’s SF-24 car was equipped with a modified floor to verify wind tunnel correlation following recent upgrades to Maranello’s infrastructure. Ferrari aimed to gather data on floor behavior at minimal ground clearance near track surface contact. This floor was also used in Qatar and during Abu Dhabi’s Friday and test sessions. Described by Charles Leclerc as “a different approach,” the new specification aims to address chronic instability in long corners, an issue Ferrari plans to eliminate with its first car for Lewis Hamilton.

— see video above —

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The car that narrowly missed the Constructors’ title matured after the summer developments: the car of the future with Charles Leclerc and Lewis Hamilton will be based on a different and original project in many aspects, such as the suspension and sidepods, but will take into account the lessons learned from the competitiveness of the 2024 project.

Ferrari’s pursuit of the Constructors’ title did not end as the Scuderia had hoped after coming close to challenging McLaren in the last race of the season in Abu Dhabi. Nevertheless, it is fair to assess the SF-24 season in a decidedly positive light, as it proved to be a much more consistent car than the SF-23, which had an aerodynamic and dynamic balance that, at times, even surpassed that of the rival MCL38.

In detail, the car that Charles Leclerc and Lewis Hamilton will drive in 2025 will be radically different from the current car.

One of the most significant and well-known aspects for a long time concerns the adoption of the Pull-rod configuration for the front suspension instead of the current Push-rod, which will result in a completely different front chassis design.

On the other hand, the current (Push-rod) layout will be maintained at the rear, but this does not mean the rear mechanics will remain unchanged: a significant shortening of the gearbox is planned.

After numerous simulations and among the various configurations tested and evaluated by Diego Tondi‘s aerodynamics team, the side air intakes will feature a noticeable setback to distance them from the front wheels, but especially from the turbulence they generate.

The floor and its volume will only partially follow the latest experimental version used in Las Vegas and Qatar, but according to rumors gathered, it seems that the concept adopted will focus on a significant extreme version of the current one.

The 2025 car will be the result of what has been learned this season, in terms of lessons from developments that did not work, which led to a change in direction that the engineers in Maranello were able to execute after the summer break.

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