Ferrari: Lewis Hamilton maximizes SF-25 potential with a more effective setup at Shanghai circuit. Telemetry data analysis from Chinese GP Sprint Qualifying.

Ferrari takes the first pole position of the 2025 Formula 1 season. A superb performance from Lewis Hamilton, slightly less so from his Maranello teammate Charles Leclerc, who will still start from the second row, but still remains in contention for the top positions in tomorrow’s Sprint race at the 5.451-kilometre Shanghai International Circuit. The telemetry analysis between Lewis Hamilton and Max Verstappen highlights the differences in their driving approaches, with the seven-time Formula 1 world champion managing to extract the maximum from his SF-25 car, thanks also to the setup adjustments introduced in Shanghai after the Melbourne disaster.

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 —-