The morning Sprint delivers Lewis Hamilton’s first small victory in red, confirming a consistent race pace for Ferrari. The British champion is the only one able to maintain a steady 1.37.5 in the final laps, compared to Oscar Piastri’s 1.38.7 and Max Verstappen’s times exceeding 1.39. A key factor in Lewis Hamilton’s performance is his ability to run in clean air without aerodynamic disturbances. Meanwhile, the Red Bull rival suffers from his aggressive attempt to stay close to the Ferrari for over 10 laps, while the Australian pays the price for tire degradation following his overtake on the world champion.

Ferrari also finds encouragement in Charles Leclerc, who, after initial struggles, returns to podium contention in the final laps, despite the Maranello cars starting on used tires with six laps of wear, compared to Max Verstappen’s four and McLaren’s three, second only to Mercedes’ eight-lap-old tires. However, the Sprint highlights concerns over tire management for the Grand Prix, particularly on the front axle in fast corners, where some graining issues emerge.

Saturday’s race features more overtaking than usual, further proof of significant tire degradation creating pace differences between cars. Overtaking is certainly possible at the Shanghai International Circuit, provided drivers exit the long corner onto the back straight effectively. Ferrari’s difficulties in this sector prevent Charles Leclerc from reclaiming his position from George Russell. The Monegasque driver reported over the radio that they had a problem in Turn 13 and that the car was undriveable.. His words reinforce the picture of an SF-25 with a front-end focus but still stable in high-speed corners, inevitably paying the price with understeer on acceleration out of slow turns.

The afternoon qualifying raises questions about why the situation differs so much from previous sessions. Attention turns to the 1 psi increase in static tire pressures imposed by Pirelli due to the new track surface, which has a higher-than-expected grip level, leading to greater stress on the tires. Naturally, a more inflated tire has a smaller contact patch with the ground, providing less grip and deforming more, which generates additional heat and degradation.

However, this change was already in effect for the Sprint, with setup adjustments having a greater impact on the qualifying outcome. After the morning warnings, teams opted for less aggressive setups in preparation for Sunday’s Chinese Grand Prix, needing to manage the tires over longer distances and with more fuel on board. Lewis Hamilton commented that they had struggled a lot with the balance that afternoon and that the changes they made had given him much more oversteer.

Compared to Friday, Ferrari lost over two-tenths in the third sector, where times increased for everyone, especially Max Verstappen, who compensated by shaving off three-tenths in the first sector. Wind and higher-downforce configurations played a role, as shown by straight-line speed measurements, but so did traction difficulties in turns 12, 13, and 14 due to the oversteer balance of the Ferrari, which also led to overheating of the rear tires. The question is whether this was a deliberate choice to protect the front axle, the most critical for tire management in the race.

Charles Leclerc summed up the qualifying session by saying that the others improved, but they didn’t improve as much, acknowledging his rivals’ merits. Since Friday, McLaren had shown flashes of clear superiority, confirmed by Norris setting the best time in Q1 and Q2, followed by Oscar Piastri’s pole position in Q3. The British and Australian drivers gained six and three-tenths respectively from Friday, when an unfortunate pit exit timing had compromised their results. However, even on Saturday, Lando Norris made too many driving errors, which could be blamed both on him and the unpredictable nature of the MCL39 on a single lap.

George Russell took advantage of the situation, improving by four and a half tenths from Friday and placing his Mercedes on the front row. The Briton spoke of a W16 that “came to life” on the final attempt, finally hitting the right tire operating window after experimenting with various preparation strategies, including a double warm-up lap. Max Verstappen leads the third row, occupied by the two Ferrari drivers, eager to see if their setup choices will confirm the strong race pace shown in the Sprint. However, dirty air from traffic could complicate their plans for a repeat performance.

Despite a different pecking order, the second day of action in Shanghai confirms the previous day’s verdicts. McLaren shows a superior potential compared to its rivals, while Ferrari is still more competitive than the disastrous picture painted after the Australia Grand Prix weekend, with fast corners being its main strength. The closest challenger to the top four teams is Racing Bulls, with an impressive 6th place in the Sprint, followed by a double top-10 finish in qualifying. Notably, Esteban Ocon came close to reaching Q3, with a Haas that in Melbourne was last and struggling with aerodynamic instability. Also encouraging is Sauber’s Q2 appearance with Nico Hülkenberg, confirming that Gabriel Bortoleto’s similar result in Australia was not an isolated case. However, the race’s outcome, finally set to take place in dry conditions, remains completely open.

— see video above —

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Oscar Piastri Claims Pole Position for 2025 Chinese Grand Prix

Oscar Piastri will lead the grid at the 2025 Chinese Grand Prix after securing pole position with a blistering lap of 1:30.641 at the Shanghai International Circuit. The Australian driver showcased exceptional pace throughout the session, narrowly edging out George Russell, who secured second place. Lando Norris completed the top three, ensuring a strong starting position for McLaren.

Piastri Capitalizes on Late Session Gains

The opening laps of Q3 saw Piastri, Norris, and Max Verstappen battling for the provisional pole, with the Australian initially holding the top spot. However, while Norris and Verstappen were unable to improve on their final runs, Piastri found additional pace in his last attempt, cementing his position at the front of the grid. George Russell took full advantage of his final lap, climbing to second place and pushing Norris down to third. Lewis Hamilton will start from P5, just ahead of Charles Leclerc, as Ferrari looks to bounce back from a challenging qualifying session.

Isack Hadjar delivered an outstanding performance, outqualifying both his RB teammate Yuki Tsunoda and rookie Andrea Kimi Antonelli. Meanwhile, Alexander Albon rounded out the top ten, securing a solid starting position for Williams.

Q2: Ferrari and Antonelli Avoid Trouble as Midfield Battles Intensify

The second qualifying session threatened to put Ferrari and Antonelli at risk, but with no major improvements from the midfield challengers, both teams managed to scrape through. Esteban Ocon came agonizingly close to reaching Q3 but ultimately missed out, settling for 11th place. Nico Hülkenberg delivered Sauber’s best qualifying result of the season, securing P12.

Aston Martin endured another disappointing session, with both Fernando Alonso and Lance Stroll failing to progress. Meanwhile, Carlos Sainz found himself eliminated in Q2 once again, ending the session in 15th place, two-tenths behind his teammate Charles Leclerc.

Q2 Eliminations:

P11 Esteban Ocon (Alpine)

P12 Nico Hülkenberg (Sauber)

P13 Fernando Alonso (Aston Martin)

P14 Lance Stroll (Aston Martin)

P15 Carlos Sainz (Ferrari)

Q1: Early Exits for Alpine and Rookie Contenders

The first segment of qualifying saw Liam Lawson struggle once again, finishing in P20, mirroring his Sprint Qualifying result. Alpine had a disastrous session, as Pierre Gasly made a costly mistake in the final corner, preventing him from advancing beyond Q1. Jack Doohan also had a tough outing, spinning at Turn 9 on his opening lap and failing to recover.

Gabriel Bortoleto, who had shown promise in previous rounds, was unable to outqualify Nico Hülkenberg this time, finishing 19th. Oliver Bearman also faced an early exit, ending his session in P17.

Q1 Eliminations:

P16 Pierre Gasly (Alpine)

P17 Oliver Bearman (Haas)

P18 Jack Doohan (Alpine)

P19 Gabriel Bortoleto (Sauber)

P20 Liam Lawson (RB)

With Piastri leading the charge and an intense midfield battle shaping up, the 2025 Chinese Grand Prix promises to be a thrilling contest. Stay tuned for all the latest updates as race day approaches.

Result Qualification – Chinese GP

#	Driver	Team	Time	Tyre
1	Oscar Piastri	McLaren	1:30.641
2	George Russell	Mercedes	1:30.723
3	Lando Norris	McLaren	1:30.793
4	Max Verstappen	Red Bull	1:30.817
5	Lewis Hamilton	Ferrari	1:30.927
6	Charles Leclerc	Ferrari	1:31.021
7	Isack Hadjar	Racing Bulls	1:31.079
8	Kimi Antonelli	Mercedes	1:31.103
9	Yuki Tsunoda	Racing Bulls	1:31.638
10	Alexander Albon	Williams	1:31.706
11	Esteban Ocon	Haas	1:31.625
12	Nico Hulkenberg	Stake	1:31.632
13	Fernando Alonso	Aston Martin	1:31.688
14	Lance Stroll	Aston Martin	1:31.773
15	Carlos Sainz	Williams	1:31.840
16	Pierre Gasly	Alpine	1:31.992
17	Oliver Bearman	Haas	1:32.018
18	Jack Doohan	Alpine	1:32.092
19	Gabriel Bortoleto	Stake	1:32.141
20	Liam Lawson	Red Bull	1:32.174

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The Maranello team worked to lower the car and find a more predictable balance, a key element in improving stability and handling in low- and medium-speed corners. From the approach to Turn 1, Lewis Hamilton stands out with a refined setup throughout the practice sessions. Unlike Max Verstappen, he does not completely lift off the throttle when applying the initial brake input for trail braking but does so gradually.

This technique is essential to limit the forward weight transfer and, as a result, prevent excessive rotation, which is one of the issues Ferrari particularly struggled with in the only free practice session in China. By keeping a slight throttle open, the British driver manages to maintain greater rear stability, reducing wheel slip and improving turn-in.

During the lap, car number 44 proves highly competitive not only in the slower sections, where it achieves higher minimum speeds than the Red Bull RB21, but also in the fast zone between Turns 7 and 8. Here, Lewis Hamilton perfectly exploits the trailing-throttle technique, keeping the accelerator partially open (around 30%) to better control oversteer and maintain a higher average speed than Max Verstappen.

However, between Turns 10 and 13, Ferrari’s limitations become apparent, with a slight but predictable understeer. This forces Lewis Hamilton to delay acceleration out of Turn 10 and apply a slight brake tap at Turn 12, resulting in a significant speed deficit compared to the Dutchman. Fortunately, the power of the 066/15 power unit allows him to quickly compensate for the time lost in cornering on the straights.

The final sector of the Shanghai circuit highlights another key aspect: Max Verstappen manages to close the gap to Lewis Hamilton by systematically anticipating braking and acceleration phases. Telemetry data analysis clearly shows an earlier corner entry and a quicker return to the throttle, translating into an overall gain of approximately 0.100 seconds, which is a difference that proves crucial in the fight for the Chinese Sprint pole position.

Now let’s also look at the differences between Lewis Hamilton and Charles Leclerc based on data collected from the best laps in SQ3. The telemetry comparison between Ferrari’s two teammates highlights a couple of interesting factors: on one hand, Lewis Hamilton and Charles Leclerc’s driving styles are extremely similar, with minimal differences in lap management; on the other, the Briton appears to have found a more effective setup, better balancing both the vehicle’s mechanics and its aerodynamic platform.

Turn 1 is a crucial point where the first discrepancies emerge. The Monegasque driver, despite adopting a similar throttle approach, releases the brake pedal intermittently. This choice necessitates a stiffer setup to counteract pitching but penalizes him in slower sections. Unsurprisingly, in corners with a minimum speed below 150 kilometers per hour, Charles Leclerc is consistently slower.

Overall, he loses 0.150 seconds just in Turn 1, highlighting how crucial good rear stability is for building lap time. The dampers play a key role in this scenario. Their function is to control weight transfer between the front and rear, and this is where Lewis Hamilton seems to have found the right combination.

The rear dampers on his Ferrari are set with slower rebound, allowing him to keep weight on the rear for as long as possible and, in turn, improve traction on corner exit. In reality, this could also be considered a more aggressive front-end setup, increasing slow compression to further stabilize the car on entry.

Another crucial factor is the differential lock, which helps manage torque on deceleration and improves the car’s rotation. Generally, when this component is more open on corner entry, it aids rotation and reduces understeer, while a partial closure at the apex helps limit oversteer.

On corner exits, a more open differential again allows for a tighter racing line without excessive steering input. Here too, Lewis Hamilton has optimized these parameters compared to Charles Leclerc, who appears slightly more challenged in managing the car’s dynamic balance. As the lap progresses, the Monegasque driver manages to take advantage of a stiffer setup in high-speed corners.

Specifically, this applies to Turn 12, taken at around 180 kilometers per hour, and Turn 16, where Charles Leclerc is always quicker on the throttle, maintaining a higher cornering speed than the Briton. This suggests that despite his struggles in slow sections, his Ferrari performs more effectively in faster corners, where the stiffness of the setup becomes a benefit rather than a drawback.

—- see video above —-

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Ferrari had an absolutely dreadful showing in F1 at Melbourne. Nothing else needs to be said, because fooling the fans is not an option. A weekend that, in the collective imagination, could not exist, yet, as we saw with our own eyes, it became a reality. So many proclamations and celebrations for nothing, as the cold shower at Albert Park brought all Ferrari supporters back down to earth. For this reason, the team is making adjustments to unlock the unexpressed potential of the SF-25.

The traction problems
The Prancing Horse must react. The sluggish pace shown in Australia cannot be real. Several issues slowed Ferrari down. We have discussed it last week, arguing that among the SF-25’s troubles, there is no fundamental issue preventing it from running at a good ride height. Reflecting on the car’s performance from Saturday morning onward, one of its major shortcomings became evident on the mechanical side.

The SF-25 struggled to generate good traction, and in general, in the more technical sections of the Australian F1 track, it had significant difficulty in putting down the power of the 066/15 power unit. This aspect is confirmed by the graph of longitudinal forces between FP2 and qualifying, where the much higher density of white dots indicates greater traction in the second free practice session compared to Q3.

Work on mechanical developments
This is why the team is working hard—let’s be clear (even the key figures themselves admitted it)—the historic Maranello team believed it would be further ahead in terms of overall car performance. In Australia, however, according to Ferrari, the gap to the front was far too large, especially compared to McLaren.

According to information gathered and reported by various news media outlets, the Maranello team is working extensively on the mechanical side. Undoubtedly, the combination of the double pull-rod suspension at both the front and rear is not delivering the expected results. As always in Formula 1, the interaction between the car’s components is crucial, and at least at this moment, beyond the Melbourne issues, the connection between the two axles of the Italian car is not meeting the necessary parameters.

The provisional suspension setup
In the first third of the season, the SF-25 will begin receiving its first updates. According to what has been learned, the vehicle dynamics department is making a maximum effort, as some mechanical refinements will inevitably be needed. Within this discussion, we have noticed an interesting detail. During an F1 Grand Prix, pre-mapped settings are used that, among other factors, help manage the car’s imperfect rotation, whether in excess or deficiency.

In Ferrari’s case, we are referring to understeer, which then turned into oversteer on corner exits. During the Australian weekend, as avid followers of onboard footage, we noticed excessive differential adjustments, both at corner entry and mid-corner, clearly to correct an imperfect aerodynamic platform behavior. Adjusting this value multiple times is fairly common, especially on damp asphalt, but at Albert Park, the limit was undoubtedly exceeded.

They tried almost everything. We can also mention the continuous tweaks to the wings and brake-related adjustments. We know that the ride height changes mainly affected the rear, which was one of the key factors in reducing the car’s traction. Returning to the suspension topic, for the Chinese Grand Prix, Ferrari has devised a sort of provisional setup aimed at optimizing performance with more effective ride heights.

In general, in F1, a softer rear end helps grip at low speeds. However, a stiffer suspension setup ensures a more stable aerodynamic platform, just as raising the rear too much reduces traction. Once again, we see that compromise is essential. The work done in the simulator has created a baseline setup to balance various goals, optimize the suspension correlation, and use a satisfactory ride height. In less than eight hours, the first feedback on this approach will be gathered.

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The SF-25 single-seater seen in the qualifying session and the race in Melbourne did not even remotely resemble the one observed during free practice. Normally, such a discrepancy is due to the progress made by rivals, but this was not the case for Ferrari, which appeared, both visually and in the data, to have significantly worsened in qualifying compared to the previous day. The downforce, which had seemed like a strong point on Friday in both single-lap performance and race pace simulation, appeared to vanish, leaving a car that was decidedly inefficient and suffered excessive sliding despite the fact that controlling it was a key performance factor. This was crucial both for the performance in qualifying—where preventing tire overheating during the lap was essential to maximize grip in the third sector—and, of course, for race pace.

Charles Leclerc’s comments ahead of the Chinese Grand Prix, in which he speaks of a major step forward in fast corners compared to the 2024 Formula 1 season, seem to confirm that the SF-25 does indeed have downforce and that it is available. Similarly, his remarks about the platform’s sensitivity to even the slightest variation further support the theory we previously proposed, namely that Ferrari was forced to raise the car’s ride height after Australian free practice due to contingent issues.

The Chinese circuit has been resurfaced with asphalt that is expected to be particularly abrasive on the tires. However, the fact that the track surface is still new should allow the cars to be lowered as needed. The first aspect to verify, therefore, will be whether the aerodynamic downforce that appeared to be potentially usable in Australia will actually be available to Charles Leclerc and Lewis Hamilton this weekend in Shanghai.

The second fundamental aspect is balance, and here the Maranello car must answer the question of whether it is still a chrysalis or already a butterfly. All the cars developed under these regulatory guidelines and with this generation of tires naturally tend toward understeer. Many have compared this year’s Ferrari to the flawed 2023 design, which caused significant difficulties for Charles Leclerc and Carlos Sainz (and which Lewis Hamilton ultimately crashed into the wall in Spain during the winter). However, there is a fundamental difference: the SF-23, in addition to its incredible aerodynamic instability, had an extremely pronounced natural tendency toward understeer. In some races, Ferrari’s technicians and engineers even reduced the overall downforce level of the rear wing because, even by increasing the angle of the front wing, they could not achieve effective balance without suffering too much at the front end.

The SF-25 single-seater, on the other hand, has shown the ability to be both oversteering and understeering, a characteristic observed during the pre-season testing session at the Bahrain circuit in Sakhir and throughout the Australian weekend. The key question here is how much control Ferrari’s engineers have over this phenomenon. The very possibility of having a car that can be adjusted to oversteer or understeer depending on the needs suggests a fundamentally neutral base behavior, opening the door to a wide range of setup optimizations based on the track and racing conditions. This represents a potentially crucial weapon for Ferrari, especially considering that both Charles Leclerc and Lewis Hamilton prefer a car with a strong front end that aids corner entry.

Of course, the situation would change significantly if the car’s balance variations were caused by external factors such as temperature changes or track rubbering, particularly if these led to unpredictable results. That would be a major issue, as it would make the SF-25 extremely difficult to drive, forcing the drivers to constantly chase an unpredictable car, indicating a particularly narrow operating window.

These will be the first uncertainties to resolve regarding Ferrari this season, in order to understand how much potential can actually be extracted and whether they can at least fight on equal footing with Red Bull and Mercedes. The overall impression, ahead of the weekend, is that McLaren may have the best package at the Shanghai International Circuit as well. However, if the answers to these questions turn out to be positive for the Maranello team, Charles Leclerc and Lewis Hamilton could have the opportunity to at least be the second force on track, challenging Mercedes and Red Bull on equal terms. Since the analyses we will conduct over the weekend will aim to verify these aspects, this article also serves as an introduction to the upcoming work, helping to establish the logical thread for the following in-depth discussions.

— see video above —

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The three days of collective pre-season testing at the Bahrain circuit in Sakhir and the first Grand Prix of the season, held on an atypical track and in rather adverse weather conditions, have made analyzing the behavior of the cars even more complicated. Needless to say, at the moment, the only certainty is the McLaren MCL39, which, as predicted, has shown enormous potential.

The doubts related to the different work programs carried out by the Formula One teams up until last Saturday’s third free practice session have given way to unequivocal displays of strength, both in qualifying and race pace, in any weather condition. This is why the Chinese Grand Prix will be an important test for everyone, especially for Ferrari, which endured a truly disastrous weekend at the Albert Park circuit in Melbourne.

While it is true that the F1 team led by Andrea Stella starts as the favorite even for the first Asian round of the season, the history of the much-debated sprint format shows that the compressed weekend schedule can reward not only the most competitive car but also the team that manages to establish the best baseline setup through simulator work at their respective factories.

Moreover, the ability to make changes to the car after Saturday’s Sprint Race serves as a kind of make-up test for teams that did not start the weekend on the right foot. It is clear that over the course of the weekend, the best cars will dominate the top positions. Like it or not, this format was designed precisely to minimize the sessions that teams dedicate to what is known in technical jargon as “fine-tuning.”

Scuderia Ferrari arrives at the second round of the season with many questions. The positive aspect is that the Shanghai International Circuit will provide much more indicative feedback compared to what was gathered in the Australian Grand Prix. If corrective updates are needed, it will be essential to collect data on tracks that, due to their geometry, highlight any aero-mechanical deficiencies of the car.

Sure, the Chinese F1 track is not on the same level as Suzuka, the third round of the Formula 1 championship, but it does feature very challenging sections, such as the “corkscrew” right after the main straight, characterized by variable-radius corners with two apexes, also on a negative camber. This is a sector where the thermal capacity of the tires will play a crucial role.

The Sprint Race will therefore be a functional test for Sunday’s race. Red Bull showed last year in Qatar how a sprint weekend can be an opportunity when the weekend does not start in the best way. Max Verstappen, despite his dislike for this sprint format, has won 11 out of 18 races over the 100 kilometer distance, which is a statistic that represents over 61% of the events held so far. At this point, it is worth recalling an interesting fact that supports this reasoning.

In the 2024 edition of the Qatar Grand Prix, during the only free practice session, the RB20 single-seater did not go beyond the 11th fastest time with Max Verstappen and even the 18th with Sergio Perez. At that point, the engineers of the Austrian team gave a new meaning to the Shootout qualifying and the Sprint Race. They disregarded the Saturday result, using it solely as an additional test session.

Once the Saturday mini-race was over, Christian Horner’s team completely overhauled the RB20, which, thanks also to the skill of the four-time Dutch F1 world champion, dominated the 300 kilometer race in a rather surprising manner. All of this, ladies and gentlemen, in defiance of predictions that had heavily favored the McLaren MCL38 for Sunday’s race.

The hope is that the Chinese weekend will prove that what happened in Australia was just a setback in Ferrari’s season. However, if that is not the case, why not approach the first sprint weekend of the season the way the Milton Keynes team did last year in Losail? At the very least, it would allow for more time to find a compromise setup capable of minimizing the current weaknesses of the Ferrari SF-25 car.

— see video above —

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— see video above —

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Charles Leclerc precisely described what he thinks about the current potential of the SF-25: “It’s much better than what we’ve seen so far, but I don’t think it’s on the same level as McLaren.” There is a gap, and the Shanghai weekend will help to understand its extent, but Charles Leclerc disagrees with George Russell’s statement that the current advantage held by McLaren is greater than Red Bull’s advantage in 2023.

“I don’t think that’s the case, but they are definitely ahead. The real gap, I think, is what we saw on Saturday. They are ahead but not by that much. If we look at the Melbourne qualifying, McLaren was very strong in the final sector, perhaps due to tire management, but the race was determined by different factors. We lacked overall performance; we know where we need to improve. In high-speed sectors, we’ve made a big step forward, but we’re lacking performance in low and medium-speed corners.” – he pointed out.

Charles Leclerc deliberately avoided going into specifics about what happened during the Melbourne weekend, but he confirmed that work on this generation of cars is now focused on fine-tuning: “We’re talking about very, very sensitive cars, a small change can lead to a big difference in behavior on track. But sometimes you have no choice but to make certain changes, like what happened in Melbourne.” – he explained.

For Ferrari, it will be very important to continue the work of understanding the car. The Shanghai weekend (even though it’s a Sprint weekend) will be an opportunity to look for answers…

“We saw last year, especially towards the end of the season, how much knowing your car makes a difference. In the final stages of the championship, we dominated in Mexico, Mercedes did in Las Vegas, and McLaren did in Abu Dhabi, and we weren’t in a phase where teams had brought major upgrades to the track.” – the Monegasque driver continued.

“That’s why I’m convinced that, after only one race, it’s really premature to draw conclusions. Melbourne didn’t go as we hoped because we didn’t maximize our car’s potential, we should have done better in that area, and that’s why we’re disappointed. But it’s definitely too early to draw conclusions.”

The Shanghai weekend will begin with sixty crucial minutes of free practice. In addition to the unknowns about track conditions, there will also be the variable of the asphalt.

“We have our data on the new asphalt,” Charles Leclerc explained, “and we expect it to be a significant change. We’ll see if our analysis is correct. Every Sprint weekend is an opportunity, and even more so considering that we’re facing only the second race of the season. In these conditions, the preparation work will be crucial.” – the Ferrari man concluded ahead of the Chinese Grand Prix weekend.

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The Shanghai circuit features a combination of high-speed corners, more technical sections, and medium-slow turns, along with a very long 1.2 km straight. To tackle it effectively, a perfect balance between the front and rear is essential. Fast corners like Turns 7 and 8 require good high-speed cornering, followed by the left-hand combination of Turns 9 and 10, which penalizes cars suffering from understeer. Also iconic is the first corner, long and demanding, requiring a stable front end and good car rotation, as does the fast sequence of Turns 11 and 12, which demands both a solid front and a rear capable of following the car smoothly while ensuring optimal traction.

Which setup will the teams choose?

Finding the right aerodynamic compromise will be crucial in the Chinese Grand Prix: the long straight prevents teams from using overly high-downforce setups, but at the same time, maintaining good speed in medium-fast corners is essential. Additionally, the Shanghai circuit is known for its high tire degradation, which is why teams will aim for a medium-downforce setup to avoid excessive tire stress. Another factor to consider is the track’s evolution over the weekend, as it was resurfaced in the final stages of 2024.

The challenge, therefore, will be to find the perfect balance between cornering speed and straight-line efficiency to maximize performance throughout the weekend.

Source: f1ingenerale

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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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