A Ferrari in Components 1 that’s sadly inflicting difficulties for Lewis Hamilton and Charles Leclerc: that is the impression we bought from the primary three races of 2025 Components 1 championship. What was anticipated, up to now, has not been seen. We’re referring to the competitiveness of the SF-25 single-seater, as a part of this anticipated efficiency has remained on paper. Disappointment and frustration combine with the need to vary tempo, to indicate that the 676 undertaking is just not what has been seen up to now within the first three rounds of the season.
The Ferrari engineers and technicians are prepared with updates for the Bahrain Grand Prix weekend, which have been examined by Ferrari reserve driver Antonio Giovinazzi within the simulator after group principal Frederic Vasseur had pulled the handbrake on introducing the up to date flooring final weekend on the 5.807-kilometre Suzuka Circuit. The Frenchman’s statements had scared Ferrari followers fairly a bit: Frederic Vasseur appeared decided to delay the primary aerodynamic replace package deal with a view to higher perceive the SF-25 automobile earlier than deciding on new options. A phrase that left a number of unsettling situations open. Was there a threat that the updates wouldn’t be legitimate anymore? Or that they’d not work with the present technical base?
It’s exhausting to make certain, however in Bahrain, except there are last-minute denials, the SF-25 will nonetheless current some necessary updates. Initially, a revised flooring in a number of areas, a key component for producing aerodynamic downforce appropriately. To this point, the automobile has proven an excessive amount of instability throughout sure phases of driving. This intervention ought to sort things.
The brand new aerodynamic package deal has been examined by Antonio Giovinazzi within the simulator, who returned to Maranello after the Japanese Grand Prix to work on it. An necessary contribution, immediately requested by Frederic Vasseur, with a view to validate the digital updates meant for the Sakhir weekend. Now, nonetheless, it wants the judgment of the observe, the one one that actually issues. In the course of the first two free follow periods, there might be a direct comparability between the up to date flooring model and the bottom model, helpful for cross-referencing the collected information and understanding issues higher.
Charles Leclerc’s perception into driving type
Whereas ready to resolve the technical points, Charles Leclerc has labored on a selected driving method to handle the shortage of rotation. The outcomes had been seen in Japan, the place the Monegasque driver was extra incisive than his Maranello teammate. Charles Leclerc has largely tamed understeer by a refined methodology, developed collectively together with his efficiency engineer, helpful for correcting the conduct of the SF-25.
Within the newest weekend on the Suzuka circuit, each Ferrari drivers made fascinating statements. Lewis Hamilton was extra talkative, admitting a number of points that fear the group, similar to experience heights. Even right this moment, the Italian group nonetheless has doubts about the way to successfully make the most of the bottom clearance ranging from the subsequent races. The British driver then spoke in regards to the setup chosen in Japan, which was completely different from Charles Leclerc’s.
It’s right for drivers to discover completely different options: their instinct will likely be essential to rediscover the best stability of the SF-25 and shut the hole of these two tenths of pure efficiency nonetheless lacking. Nonetheless, the trail Lewis Hamilton took didn’t repay. The seven-time Components 1 world champion suffered from understeer much more than his teammate, a scarcity of rotation that always became oversteer throughout exit phases.
Lewis Hamilton himself admitted that Charles Leclerc had opted for a unique strategy, which was later confirmed in follow. Alongside together with his observe engineers and car specialists, the Monegasque driver was capable of higher handle understeer. This additionally led to extra steady tire temperature administration: a transparent indication of the technical route to soak up the upcoming Grands Prix.
In essence, based mostly on numerous research carried out on telemetry and by adjusting the setup, Charles Leclerc understood the way to unlock a number of the unexpressed potential of the SF-25. The sensation may be very optimistic, however clearly, time is brief. That’s the reason lots of simulator work will likely be required, particularly within the coming weeks, notably after the introduction of updates that may change the automobile’s conduct.
Based on info gathered and reported by numerous Italian information media retailers throughout this week, the seven-time Components 1 world champion is working extensively on the braking part. An important space, involving the usage of the brake and the strain profile to use when coming into the nook. Trendy Components 1 automobiles are extraordinarily delicate on this part, and the driving force’s feeling is decisive. Lando Norris can also be engaged on this with McLaren, however with completely different targets, given the completely different nature of the MCL39 single-seater.
From a technical standpoint, we are able to clarify what occurs, because of the assistance of an F1 reserve driver. Contemplating the SF-25’s lack of rotation on the middle of the nook, Charles Leclerc barely extends the braking part. By doing so, when the wheels begin to unload, the braking drive turns into barely larger than the theoretical optimum worth. This small surplus helps the automobile rotate, decreasing understeer.
In follow, the Monegasque driver delays the so-called “useless” brake level just a bit, which is the second when the strain on the pedal reaches 0%. To make clear, let’s think about the other case: if the driving force had been to anticipate the entire launch of the brake, the automobile would slide sooner towards the apex of the nook, however it will robotically turn into extra understeering. An analogous method, however in reverse, might be utilized within the case of an oversteering automobile.
That is completed by anticipating the discharge, which may neutralize the onset of extreme rotation. The braking system of an F1 automobile, nonetheless, is extraordinarily refined and gives numerous parameters to work with. At Ferrari, they’re working exactly on this entrance: lots of simulator and observe work to optimize brake stability all through all the nook entry, from early-entry to late-entry.
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