Nevertheless, even the reigning world champions faced some headaches. McLaren team principal Andrea Stella was cautious, stating that during the Sakhir track testing session, they were unable to assess their rivals’ performance and mentioning some balance issues with the car on the second day. The former Ferrari race engineer believes that they are not the favorites, therefore, especially considering last season’s approach in the Middle East. It should also be noted that the two MCL38 cars appeared to have masked their performance in Sector 3, relying on an already strong competitiveness without pushing in that section.

Based on the data collected from the Bahrain pre-season testing runs, we can clearly notice differences in engine mapping between the two teams that fought for the Formula 1 Constructors championship until the last round of the previous season, in Abu Dhabi. Ferrari and McLaren certainly used different power unit modes. If we examine the telemetry we have gathered for this specific comparison, we can easily observe this in the final segments of the four straight sections that make up the Bahrain circuit, a stop-and-go track where the ability to accelerate out of the slower corners and display good traction is crucial, along with top speed performance in the faster sections.

In this particular phase of testing, it is evident that Charles Leclerc loses significant speed, by as much as 6 kilometers per hour, despite keeping the throttle down for a few more meters than his British counterpart. This behavior could be due to inefficient use of the electric component of the engine at the end of the straights, leading to a loss of 0.040 seconds per acceleration phase. When summed across the relevant sections of a lap, this results in an overall performance loss of about two-tenths per lap.

Various telemetry data suggest that Charles Leclerc was running with more weight than Lando Norris for two possible reasons: more fuel on board or the use of ballast for specific tests (as former Ferrari driver Carlos Sainz himself suggested). First, in the snake section formed by turns 5-6-7, despite the Ferrari driver lifting off the accelerator at the same level as Lando Norris (or even less), he loses much more speed—up to 14 kilometers per hour in mid-corner. If the aerodynamic balance were similar, this loss could only be justified by the greater weight of the car, which hampers direction changes and inertia during load transfers.

Secondly, it is very evident that when exiting each corner (especially turns 1, 4, 11, 13, and 14), Ferrari’s speed curve is consistently lower than McLaren’s, even though both drivers apply the throttle at the same time. In other words, Ferrari struggles to achieve the same speed increase. There could be two reasons for this: a very limited use of the ERS, not only at the end of the straights but also in traction, or once again, more fuel or ballast on board. On this point, it is important to highlight that just 4 kilograms more implies a loss of 0.100 seconds per lap, while 10 kilograms mean a deficit of 0.250 seconds.

While analyzing the telemetry data, we notice the Ferrari driver shows a higher degree of aggression than Lando Norris. In turn 13, with this move, Charles Leclerc may have been executing a specific instruction from the Maranello team’s engineers in order to put more stress on the tires. Indeed, the Ferrari driver tackles this section almost flat-out (practically on every lap since the first stint), which, of course, is not ideal in terms of tire management. The difference in throttle usage is around 20% in full application, which is an interesting data point.

Telemetry analysis shows that despite the acceleration generated by the Italian car being almost identical to that of the British single-seater, Charles Leclerc demands much more mechanical grip from his tires. This effectively suggests greater stress on them. As mentioned, if this was part of a deliberate Ferrari strategy to test tire endurance over long runs, it would explain the gap in lap times and wear. However, it could also be the result of a stiffer setup, with the driving style used to compensate for the performance loss.

— see video above —

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The SF-25 single-seater displayed strengths and weaknesses in the only collective session before its debut at the Australian Grand Prix on March 16. The Prancing Horse showed highs and lows that slightly cooled the enormous enthusiasm of fans in the last few weeks sparked even more by Lewis Hamilton’s arrival in Maranello.

And the crowd reception the Ferrari F1 team will enjoy in Milan on Thursday, March 6, will be concrete proof of that, as Piazza Castello will host a brief exhibition of the two drivers with historic Ferrari single-seaters before they depart for the 5.278-kilometre Albert Park Grand Prix Circuit in Melbourne. Ferrari, with the “Drivers’ Presentation by UniCredit,” perfectly embodies the concept of showmanship applied to Formula 1, but the spectacle must be matched by results on track.

At the Ferrari Racing Department, nothing is being left to chance: the engineers, led by Loic Serra, are working on the right setup adjustments to find the ideal balance for the car. The SF-25, in fact, has exhibited unpredictable behavior that has slightly shaken Charles Leclerc’s confidence, while the his new Maranello teammate Lewis Hamilton continues to express unwavering faith in the car and the team.

Therefore, distinctions must be made to avoid confusion: the car struggles with front-end setup. Understanding the pull-rod front suspension takes time—this layout, aligned with McLaren and Red Bull’s choices, but not Mercedes’, offers undeniable aerodynamic advantages while requiring the right mechanical adjustments. This should not be a major issue, as technical director Loic Serra is a top specialist in this field and has already brought his valuable experience to the team.

Ferrari arrived in Bahrain for pre-season testing with a medium-downforce rear wing, opting for a less draggy configuration than McLaren, as we also detailed in a previous article. This was evident in the top speeds recorded on the fastest lap, with the SF-25 clocking in 4 kilometers per hour faster than the papaya-colored car. The drivers of the team led by Andrea Stella had orders not to complete a full lap in the qualifying simulation, after showing enormous potential in the first two sectors of Sakhir, they deliberately hid their true pace by returning to the pits. The same could be said for Ferrari.

To begin with, the 066/15 power unit was never used with an aggressive mapping to maximize performance. Carlos Sainz, the fastest over the three days, benefited from a Mercedes engine in the Williams FW47 that could be pushed harder than the others. More importantly, Ferrari never ran with minimal fuel on board, preferring not to give rivals any reference points. However, it is clear that extensive work has been done on single-lap pace in order to address the weaknesses seen last year with the SF-24 car in terms of qualifying performance. There are no concerns about clipping at the end of certain straights either: electronics engineers are working on hybrid energy management to optimize electric power delivery throughout the lap.

With reduced rear downforce, the SF-25 exhibited a handling shift that caused the typically oversteering car, which suits Charles Leclerc’s driving style, to suddenly become understeering. This issue is under scrutiny and must be resolved in time for the Australian Grand Prix in Melbourne. The low temperatures in Sakhir did not help with development, but the hope is to find a solution. In terms of race pace, Ferrari appeared to be the third-strongest team behind McLaren and a resurgent Mercedes, which starts stints faster but suffers greater tire degradation.

The battle remains wide open. The feeling is that Ferrari, which was very close to McLaren in the final Grand Prix of the 2024 Formula 1 championship in Abu Dhabi, may have lost some ground to the MCL39 and has been caught by Mercedes and Red Bull, shifting its position slightly in the competitive hierarchy. But it is too early to draw clear conclusions, better to wait for the track’s verdict in Australia.

— see video above —

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The fastest cars on Earth hit the track last week for the first tests of the year, aiming to assess the competitive landscape. However, with teams playing technical hide-and-seek and the weather providing little indication, they revealed very little about their actual potential. The only team that showed great form was, unsurprisingly, McLaren. As reigning constructors’ champion, it displayed impressive consistency over the three days. The MCL39, driven by Lando Norris and Oscar Piastri, completed numerous race simulation laps with remarkably steady lap times, down to the hundredth of a second.

This consistency and superiority triggered alarm bells at Red Bull, with Pierre Wache accusing McLaren and Ferrari of using systems similar to the Mini-DRS—a trick named by F1 fans after what happened with Oscar Piastri at the 2024 Baku Grand Prix.

According to Autoracer, the FIA has responded to Waché’s complaints by implementing new tests on rear wing flexibility. This measure directly targets the SF-25 and MCL39, which appear to be the benchmark cars at the start of the 2025 season—despite Ferrari not fully meeting expectations.

Ferrari and those unique elements on the SF-25
Although this news surprised many in the paddock, the Italian website F1inGenerale has learned that Ferrari had already been working on the “Melbourne Directive” rear wing in Bahrain. This rear wing will be at the center of the new technical regulation debuting in Australia next week. Supporting this claim are photos from testing, where the SF-25 was the only top-team car featuring specific markers on the mainplane and rear flap.

These new markers consist of four or more alternating black-and-white squares, allowing for clearer monitoring of rear wing flex. They are in addition to the circular stickers introduced by teams since the 2024 Belgian Grand Prix on both wings. Ferrari’s work during the three days of testing was already focused on Melbourne, running a lower-downforce setup compared to Bahrain. It almost seems as if the Maranello team was already aware of this new rear-wing directive, introducing additional reference points for flex control.

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Ferrari has facilitated Hamilton’s integration into the team by providing him with four private test sessions in their F1 machinery, the latest of which was in the SF-25 at Fiorano, just a day after the car’s livery was revealed at the F1 75 launch event. Hamilton also spent three days behind the wheel of the SF-25 during the pre-season testing at the Bahrain International Circuit. Although the seven-time world champion did not encounter any major issues with the car, the test did not go as smoothly as he might have hoped.

Surprisingly, the 40-year-old completed only 162 laps during the three-day testing session, a tally lower than that of three other drivers: Max Verstappen, Liam Lawson, and Lance Stroll. Despite this, there were several promising signs from both Hamilton and the SF-25, as the Brit finished at the top of the timesheets at the midway point of the test. His lap time of 1:29.379 was faster than the best time set by Carlos Sainz in 2024, signaling a clear step forward for the Maranello team.

Lewis Hamilton enters the 2025 Formula 1 campaign with renewed vigor, aiming to capture his eighth drivers’ title with Ferrari. However, despite the encouraging performance in testing, there remains one significant ‘unanswered question’ about the SF-25 as the team heads into the season opener at the Australian Grand Prix.

Ferrari’s SF-25 and the ‘Unanswered Question’ of Tyre Management for the 2025 Season
As mentioned earlier, Ferrari arranged four private test sessions for the Briton before the official pre-season testing, including his outing in Bahrain. However, the team had not yet provided him with his ‘definitive’ 2025 steering wheel, which meant Hamilton had to adjust to a new setup once again.

One of the primary areas Ferrari has focused on during these tests is tyre management, a crucial aspect of Formula 1 racing. Hamilton struggled with this at Mercedes during the ground-effect era, especially with high degradation, which contributed to his lowest career finish of seventh place in the 2024 season. Tyre management has been identified as an ongoing challenge with the SF-25, and according to journalist Craig Scarborough on the Inside Line F1 Podcast, it remains an ‘unanswered question’ for Ferrari’s 2025 car. It’s still unclear whether the SF-25 will be able to manage its tyres effectively under varying track conditions, and the answer will only come once the car is tested in a race environment.

As Ferrari prepares for the season ahead, this crucial aspect of the car’s performance will be under close scrutiny as Hamilton and his team look to tackle one of the biggest challenges in modern F1 racing: managing tire wear and degradation across different circuits and conditions. The journalist stated that the real unanswered question regarding the Ferrari car is how it will manage tires during a race. They noted that Ferrari had some ups and downs with tire management last year, but finished the season on a strong note. Despite a mid-season dip, they emphasized that the true test would come when the car faces a variety of track conditions. According to the journalist, it is only after the team encounters hot and cold temperatures, front-limited and rear-limited tracks, and both fast and slow-speed circuits that they will begin to get clearer answers about the car’s tire management capabilities.

Lewis Hamilton was observed adopting a ‘dynamite’ driving technique from his Ferrari teammate Charles Leclerc during the Bahrain pre-season testing. As Hamilton prepares for the 2025 Formula 1 season, he aims to ensure his Ferrari car is both competitive and capable of securing a championship. However, the seven-time world champion is facing stiff competition, with Ferrari’s rivals showcasing promising developments during the test sessions in Bahrain.

There are rumors circulating in the paddock that Mercedes may have surpassed Ferrari in terms of car development. This would be a frustrating turn of events for Hamilton, who recently left the Silver Arrows after years of grappling with an inconsistent car.

One of Hamilton’s key challenges this season will be competing against his teammate, Charles Leclerc, who is renowned for his exceptional one-lap pace. In Bahrain, Hamilton was seen adopting a driving technique commonly associated with Leclerc—specifically, the use of throttle and brake overlap, which involves carrying extra engine power into corners for quicker entry. This strategy has proven to be highly effective for Leclerc during qualifying and could serve Hamilton well in 2025, assuming the SF-25 is capable of handling the extra power efficiently.

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F1 fans got their highly anticipated first glimpse of Lewis Hamilton and Charles Leclerc in action with Ferrari’s 2025 challenger during pre-season testing, marking a significant milestone for the Scuderia ahead of the new season.

For the first time, both drivers had extended on-track sessions to push the SF-25 to its limits, with Hamilton ultimately posting the faster lap time between the two. On the second day of testing, the seven-time world champion clocked a 1:29.379, edging out Leclerc’s best effort over the three days by just 0.052 seconds. This session also marked Hamilton’s first real experience working with Ferrari’s power unit and his race engineer, Riccardo Adami.

Notably, Hamilton’s benchmark lap time outpaced Carlos Sainz’s best effort from the previous year’s pre-season tests, reinforcing Ferrari’s strong early pace. Across the three days, the British driver completed an impressive 162 laps, gathering crucial data for the team’s development program.

While the Briton appeared content with his initial impressions of the SF-25, Charles Leclerc also expressed optimism about its race pace and single-lap performance, particularly in comparison to rivals McLaren and Red Bull. However, according to the Italian version of the Motorsport website, the Monegasque driver’s confidence took a hit after encountering a sudden and unexpected handling issue.

Charles Leclerc loses confidence in Ferrari’s SF-25 after unpredictable handling shift

Ferrari focused much of its winter development on resolving key weaknesses from last season, including a major suspension overhaul inspired in part by Hamilton’s feedback. The SF-25 now features a front pull-rod suspension layout, a significant departure from Ferrari’s past designs. This change, aligning the team’s approach with Red Bull and McLaren, promises greater aerodynamic efficiency but introduces new setup complexities for engineers and mechanics.

Despite the theoretical benefits, the revised suspension layout has posed fresh challenges for Charles Leclerc. Reports suggest that during testing, he experienced an unsettling shift in the car’s behavior, losing confidence in the rear stability as the balance abruptly swung between oversteer and understeer.

Low track temperatures played a role in increasing understeer, while tyre degradation emerged as another concern. During his second-day race simulation, the Monegasque reportedly struggled with excessive tyre wear, which could indicate a lingering weakness Ferrari must address before the season opener.

Where does Ferrari stand among F1’s top contenders after pre-season testing?

Ferrari was one of the teams to log the fewest laps during testing, partly due to external factors such as rain disruptions on day two and an unexpected telemetry anomaly that forced Hamilton to cut short his race run on day three.

Among the leading teams, George Russell set the overall fastest time of the test, though fuel loads and engine modes remain an unknown variable. Ferrari appeared to be running in conservative engine settings, similar to Red Bull, which opted not to complete a full race simulation under competitive conditions.

With pre-season testing now complete, Ferrari’s true competitiveness remains uncertain. While early signs suggest they are in the mix with Red Bull and McLaren, the unpredictable handling characteristics observed by Charles Leclerc raise key questions that the team must resolve before the Australian Grand Prix on March 16.

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The Ferrari SF-25 single-seater, which began the 2025 Formula 1 season with official winter pre-season testing session last week at the Bahrain circuit, left fans somewhat disappointed. The three-day session in Sakhir did show some technical progress, but not as much as was anticipated or hoped for ahead of a season with high expectations for the team led by Frederic Vasseur. The reasons behind this lack of performance remain unclear for now, but hypotheses and clues point to more concrete conclusions. One such hypothesis could be linked to Loic Serra’s intention to push the Ferrari SF-25 car to its limits during the testing session in Bahrain.

At the end of the three-day test, Ferrari’s performance cannot be labeled as either negative or positive, which means that the SF-25 single-seater is awaiting its true test at the first round of the 2025 Formula 1 championship, the Australian Grand Prix, which is set to take place at the 5.278-kilometre Albert Park Grand Prix Circuit in Melbourne on Sunday, March 16. Questions arose during the tests as the SF-25 displayed inconsistent dynamic behavior, fluctuating between understeer, oversteer, and neutral balance. However, one element remained relatively stable: the car’s rear-end behavior.

This rear end, supported by an improved pull-rod suspension, became the focus of extensive analysis by Ferrari’s technicians and engineers. A comparative study was conducted in order to understand how it integrated with the front suspension, which was revolutionized by switching to a pull-rod configuration. Under Loic Serra’s guidance, the Maranello team explored the full range of possible adjustments to better understand tire behavior and response. The verdict on the front suspension remains unknown, but onboard footage at the 5.412-kilometre Bahrain International Circuit in Sakhir and steering inputs suggest that the SF-25 has a strong front end. The car enters corners well and maintains its line once it reaches the apex.

The Ferrari SF-25 hit the track in Bahrain with a medium-to-low downforce setup. This was evident from the choice of rear wing, which featured a pronounced V-shape to maximize aerodynamic efficiency. However, this approach does not align well with the Bahrain circuit, which favors a stable and well-planted rear end. By running a lower-downforce wing, Ferrari deliberately put the SF-25 in a challenging situation, causing the rear to drift outward in high-speed, long-duration corners.

Seeing the SF-25 on track, many wondered whether the setup was simply off or if the car was fundamentally flawed. However, it appears that Ferrari intentionally chose to test the new wing on a circuit that demands a solid rear end. A video recently released by the official social media accounts of Ferrari supports this theory, showing the SF-25 single-seater fitted with a different rear wing. In the footage, which captures the application of sponsor decals, stickers and labels to the car, the SF-25 is seen with an alternative rear configuration. The onboard images reveal that this version features a medium-downforce wing, frequently used on its predecessor, the SF-24.

The wing seen in the video is the one many have dubbed the “all-purpose wing.” This configuration provides more downforce and thus greater rear stability—something Ferrari lacked during the 2025 tests. It seems that the Maranello technicians and engineers intentionally ran with a lower-downforce setup to better understand the car ahead of the Melbourne Grand Prix, which will require a similar rear-wing configuration.

Source: f1ingenerale

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As always, the numbers must be analyzed with caution, but some trends clearly emerge from the data collected over the three days of testing in Bahrain. One crucial detail, which may have been somewhat overlooked, concerns the mileage covered by the new cars. In this regard, Mercedes stands out with a return to mileage levels reminiscent of its dominant years. Conversely, it is surprising how little distance Red Bull covered, ranking last in the lap count.

With a total of 458 laps, Mercedes was the team that covered the most kilometers in testing. This figure recalls the Anglo-German team’s winning seasons when their reliability and data-gathering ability were decisive strengths. One only has to think back to the early years of the turbo-hybrid era: while the Silver Arrows racked up mileage thanks to a more advanced and solid power unit, rivals spent long periods in the garage dealing with the propulsion failures typical of a new generation of engines.

However, the comparisons end there. Unlike those years, the outlook for the pure competitiveness of the W16 is less encouraging for the team led by Toto Wolff. Despite the fact that the new Mercedes F1 car appears solid and consistent in long runs, its lap times do not seem to match those of McLaren, which, as explained in various analyses, currently emerges as the best-performing car.

The most surprising data from the tests concerns Red Bull, which, with only 304 laps, was the team that completed the fewest. For a team that has dominated the scene in recent years with reliable and extremely fast cars, this is a warning sign. Technical issues and minor setbacks limited their work program, preventing rookie Liam Lawson from gaining the valuable experience he would have needed ahead of his Formula 1 debut with the Austrian side.

This does not necessarily mean that the RB21 single-seater will not be competitive, but the fact that the former world champion team struggled in winter testing is not a sign to be overlooked. Moreover, it became clear that there is still work to be done. The team led by Pierre Wache did not obtain the desired results from the new floor and spent a lot of time comparing two front wing specifications, which still require further evaluation, as the final version has yet to be determined. On the last day of testing, Max Verstappen appeared quite frustrated upon realizing that the car is not yet where he would like it to be. In Milton Keynes, the coming days will be filled with careful considerations.

Behind Mercedes, Haas with 457 laps and Racing Bulls with 454 laps demonstrated great reliability, while Ferrari and McLaren stopped at 382 and 381 laps, respectively. The Woking team completed its work program without major issues, whereas the Italian side ended the final day early at the 5.412-kilometre Bahrain International Circuit in Sakhir. This prevented Lewis Hamilton from conducting a proper race simulation, which could have a significant impact, especially in the early part of the 2025 Formula 1 season, given that the Briton has yet to develop the desired connection with the team and the car. Additionally, Ferrari’s new suspension configuration, namely pull-rod at the front, requires further evaluation, as the SF-25 remains a work in progress at this stage of the championship.

Alpine and Williams accumulated a good number of kilometers, while Kick Sauber and Aston Martin ranked near the bottom of the lap count, just above Red Bull. The concern for these teams is not just the low mileage but also the performance displayed. Neither the Swiss nor the British car appears to have made significant progress compared to last year. In fact, in the specific case of the AMR25, the step backward seems quite clear.

Mercedes, the marathon runner of these tests, emerges with a vast amount of data to analyze, which is generally a positive sign at this early stage of the season. Red Bull, on the other hand, has little information to work with, which could prove costly at the start of the championship. Their ability to react will be crucial as they aim to end the current regulatory era on a high note, provided Ferrari and McLaren don’t have other plans.

— see video above —

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Thursday’s early simulations featured Leclerc, Norris, and Antonelli, with the McLaren driver emerging as the fastest. However, track conditions may have influenced the results, making them less representative. The final afternoon session provided more typical conditions, yielding more reliable data.

McLaren vs. Mercedes on Day 3

By the end of testing, an approximate race pace comparison between teams became possible. On the final day, McLaren and Mercedes were the only top teams to complete full Grand Prix simulations.

The graph represents the stint progression of Piastri and Russell, both running in the afternoon session. The Australian started his run on C3 tires, completing 17 laps with an initial lap time of 1:36.518 and finishing in 1:36.936. McLaren displayed excellent tire management, maintaining an average lap time of 1:36.247.

Russell also began on C3 tires but completed 18 laps, showing greater degradation. His first lap time was 1:36.176, while his final lap was a 1:36.953. It appears the British driver pushed too hard early on, causing a slight drop-off in pace, leading to an average of 1:36.748.

For the second stint, Oscar Piastri switched to C1 tires and ran 20 laps. His first lap after pitting was a 1:35.294, closing the stint at 1:35.630. Once again, McLaren’s tire management proved impeccable, with an average lap time of 1:35.175.

Mercedes opted for a different strategy, running C2 tires for 22 laps. Russell’s stint was strong, and towards the end, he even outperformed McLaren. His first lap was a 1:35.556, finishing with a 1:35.129. The average lap time of 1:35.232 was almost identical to Piastri’s, suggesting closely matched performance in this phase of the race simulation.

In the final stint, as seen the previous day, McLaren used C2 tires but completed only 10 laps. The initial lap time was 1:33.928, with the final lap at 1:33.828. Given the short stint and lower fuel load, the team was able to push harder, achieving an impressive average of 1:33.823.

Russell switched to C1 tires for his last stint but only managed three laps, making it less relevant for race pace analysis. His opening lap was 1:33.984, followed by two promising laps in the 1:33.400 range. With fuel loads decreasing and on harder tires, Mercedes came close to McLaren’s pace. While fuel levels and engine modes remain unknown, Russell’s race pace was encouraging for the Brackley-based team.

Comparing the Top Teams

McLaren and Mercedes were the only teams to conduct full race simulations with both drivers—one on Day 2 and another on Day 3. Ferrari followed a similar program but only with Charles Leclerc on the second day, while Red Bull focused on long runs without completing a full race distance.

The graph highlights the performance differences between teams, drivers, and test days. Notably, temperatures rose on the final day, making conditions more representative and providing teams with more valuable data.

Antonelli and Norris, shown with dashed lines, completed their runs on Day 2, making it possible to compare their pace against teammates who ran the following day. Leclerc also ran on the second day, leaving some uncertainty about Ferrari’s true performance. On the final session of the last day, Hamilton appeared to be following a similar test program but returned to the pits after an unconvincing stint on C3 tires.

Simulations of Other Teams

The competitive order behind the top four teams remains extremely tight, making it nearly impossible to establish a clear hierarchy. One of the biggest question marks surrounds Aston Martin, which faced three days filled with issues that prevented the car from completing long runs on track.

Among the midfield teams, Haas, Racing Bulls, and Sauber all carried out race distance simulations. At Haas, it was Ocon who completed this program, while the other two teams assigned the task to their rookie drivers.

Throughout testing in Bahrain, Haas focused on race pace and tire management. At first glance, the team appears to have made significant improvements in this area, with various long runs demonstrating greater consistency in lap times compared to last season.

Racing Bulls and Sauber also dedicated a substantial amount of work to race pace simulations. In addition to the highlighted runs, both teams completed several shorter long runs, including with Tsunoda and Hülkenberg. The two rookie drivers performed reasonably well, and the spikes visible in the graph were caused by driver errors that resulted in a loss of a few seconds.

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Many have already chosen to use the now well-known cliché to describe the competitive context in which the Prancing Horse has found itself over the last 16 racing seasons: “This year too, we will win next year.” Being realistic is very important in the paddock, where even the smallest detail shifts the balance. Nevertheless, excessive negativity brings nothing good. On the contrary, it poisons the team’s environment and, in general, plants the seed of anxiety in the minds of the key players. Ferrari has everything it needs to prove it can win. However, it is time to put it into practice.

In today’s article, beyond the introduction, there are a couple of interesting topics to discuss. The first concerns the front end of the SF-25 car, which we talked about extensively during the three days of pre-season testing in Bahrain. Various adjustments were made, with an interesting intervention, especially in Charles Leclerc’s case, where the mechanics worked on changing the brake system setup to fix the issues. The pull-rod suspension system introduced by the Ferrari technicians and engineers provides undoubtedly different sensations at the wheel. The Monegasque himself has spoken about it.

And in fact, we mentioned it live at around 9 in the morning on February 28, the last day of pre-season testing in Bahrain. We are talking about a crucial aspect related to Charles Leclerc’s driving style. Through the countless onboard videos observed in recent seasons, we now know by heart the distinctive traits of the former Alfa Romeo driver. That is why Charles Leclerc’s lack of confidence under braking was concerning. Being unable to fully exploit one of his key strengths takes away competitiveness, something the Ferrari driver absolutely cannot afford to suffer.

This issue is rooted in the problems experienced by the Maranello team, even with Lewis Hamilton. Yes, because, when all is said and done, even the seven-time Formula 1 world champion has not been immune to this headache. Ferrari has tried to fix the problem and, although it has partly succeeded, this operation has revealed a side effect. We refer to the rear end of the Ferrari SF-25 single-seater, which has consequently become even more difficult to manage, both in low-fuel qualifying simulations and in high-fuel race runs with a heavy fuel load. An unexpected competitive scenario.

The difficulties in refining the front end led to a drop in performance in the more technical sections of the track. The asynchrony between the two axles is a hot topic in Formula 1 and, in Ferrari’s case, is largely caused by the new pull-rod suspension. Switching to this layout was risky, especially in the final year of regulatory continuity. However, the Maranello-based team was not wrong in its aggressive approach, it was the right path to open a new development cycle that could offer aerodynamic advantages otherwise unattainable with the push-rod setup.

It must be said that the Italian side attempted to slightly adjust the rear wing angle to counter this issue with greater downforce. The increased load made the situation less critical, though it did not completely eliminate the described phenomenon. Charles Leclerc has always been able to manage vertical load below the optimal value, thanks to his driving skills. However, when the balance is too far off, even his abilities cannot make the difference. In conclusion, the team has gathered a wealth of data that is now under analysis.

This “work in progress” data has been used to update the simulator, known as the giant black “spider”, with real track feedback. This is a crucial factor, as it will allow the Maranello team to work with knowledge gained directly on the track, reducing the margin of error in hypothetical scenarios. We know that the “driver-in-the-loop software,” which aims to replicate reality, remained active late into the night yesterday to speed up this process. One last piece of information: Ferrari has also tested the setup planned for the Australian Grand Prix in Melbourne, where the SF-25 single-seater is expected to perform better.

— see video above —

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The checkered flag waves on pre-season testing in Bahrain: the three days dedicated to teams for testing the new 2025 single-seaters have come to an end, shifting the focus to new horizons, such as the first race of the season in Melbourne. We decided to briefly analyze what these three days on track have shown us and speculate on what might happen in Australia.

McLaren favorite, but will it be absolute dominance?
Although the British team played a bit of hide-and-seek (especially with qualifying runs), the strong performance of the MCL39 was evident to everyone. The race pace simulation times set by both Papaya drivers were significantly better than the closest competitors (Red Bull, Ferrari, Mercedes). What stood out the most were two key aspects: the car’s exceptional consistency and its high grip levels despite the unusual weather conditions seen in Sakhir.

This latter aspect alone suggests that the car possesses a crucial strength: the ability to perform well even in difficult conditions, which could make the difference in certain races against its main rivals. McLaren will debut in Melbourne as world champions and will be among the favorites for the upcoming championship—but will they dominate the season? It will all depend on how much the main challengers have been hiding.

Ferrari inconsistent, or is it all part of the plan?
Expectations were high for the SF-25’s debut, especially with Lewis Hamilton now driving for the Scuderia. However, what we saw over these three days has raised some doubts about the new car’s performance. Between race pace stints that were lackluster compared to McLaren and noticeable instability at the front end—forcing Lewis Hamilton and Charles Leclerc into frequent micro-corrections—there are many uncertainties about Ferrari’s true position in the pecking order.

While Lewis Hamilton admitted he feels comfortable driving the SF-25, Leclerc acknowledged that the team still needs to find a setup that satisfies him. It has been revealed that the Italian team conducted various on-track tests with different fuel loads compared to its rivals. This suggests that Ferrari has taken a diversified approach—could we be in for a pleasant surprise at the start of the season?

Red Bull: the goal is to return to victory
Will the RB21 be the key to success for the Austrian team? After the issues Liam Lawson encountered on Thursday—which forced the New Zealander to lose valuable track time—even Max Verstappen experienced difficulties, particularly with the car’s balance, requiring several corrections at the limit. However, on Friday afternoon, the four-time world champion delivered a consistent race simulation stint, allowing him to end the test on a positive note. Will he be able to stay in the fight for victory throughout the season?

Watch out for Mercedes
The Brackley team put together solid sessions with both George Russell and Kimi Antonelli, who displayed great stability behind the wheel of the new Silver Arrow. Already last year, Mercedes showed performance improvements, securing three wins in total—will 2025 bring even better results?

Surprising Williams, unusual approach at Aston Martin
Carlos Sainz’s fastest time on Thursday afternoon may have raised some eyebrows. While testing times shouldn’t be taken at face value, the British team’s performances did not go unnoticed. Many believe Williams could be one of the surprises of this season—will Alex Albon and Carlos Sainz consistently finish in the top 10 during the championship?

Meanwhile, Aston Martin’s work remains difficult to decipher. It is well known that the team’s ambitions are set on 2026, but Alonso and Stroll will surely want to fight for more in the upcoming season.

What will happen in Melbourne?
In exactly two weeks, Formula 1 engines will roar back to life in Australia, the first stop of the championship. The Albert Park circuit has very different characteristics compared to Bahrain, which could lead to results quite different from what we’ve seen in testing.

Temperatures will also play a crucial role, ranging from 28 to 33°C—significantly higher than those recorded in Sakhir.

McLaren will arrive as the favorite, but the real question is what will happen behind them. Will it be a four-team battle? Or will Ferrari, the winner of the last two editions, reveal previously unseen performance? Testing will give way to race weekends, where hiding strategies and waiting games are no longer an option.

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