The Ferrari SF-25 made a profitable debut final weekend on the “pleasant floor” of the Fiorano circuit, performing in entrance of a giant crowd. Charles Leclerc and Lewis Hamilton shared the 200 kilometers obtainable for filming, with each drivers using the chance to collect preliminary information on the brand new automotive. This session allowed the engineers and drivers to achieve their first insights into the automotive’s efficiency, with constructive suggestions relating to procedural elements and the early correlation of information gathered over the winter. Leclerc centered totally on information evaluation within the morning, whereas Hamilton targeting understanding the automotive’s ergonomics and getting ready himself for the upcoming System 1 season within the afternoon. After finishing this preliminary part, the SF-25 was shipped to Bahrain, the place the true check of efficiency will happen through the essential pre-season testing from February 26 to twenty-eight on the Bahrain Worldwide Circuit in Sakhir, which spans 5.412 kilometers.
As regular throughout official pre-season exams, the primary objective can be to fine-tune the automotive’s setup to attain the most effective steadiness. One necessary change for this season is the change to a pull-rod entrance suspension, a modification made primarily for aerodynamic causes. This marks one of the crucial important shifts within the SF-25’s design, essentially altering the automotive’s configuration. The adoption of a pull-rod entrance suspension aligns Ferrari with the pattern seen for the reason that introduction of venturi-floor automobiles in 2022. Nevertheless, for Ferrari, this alteration comes within the remaining 12 months of the present regulatory cycle. Technical director Loic Serra defined that the choice was pushed primarily by aerodynamic issues, which might supply better growth potential. Ferrari’s engineers have centered on optimizing airflow administration on the entrance of the automotive, directing clear air to the ground with the pull-rod suspension serving to to channel airflow in the direction of the sidepods, in distinction to the push-rod setup. The entrance suspension has not solely been redesigned in structure but in addition within the geometry of its arms, which now characteristic a decrease anti-dive impact within the higher triangle. This leads to a much less excessive design, which nonetheless enhances the automotive’s braking stability, a side that each Charles Leclerc and Lewis Hamilton are significantly delicate to.
The higher triangle’s design now incorporates a extra rearward attachment level to the chassis, which itself has been fully redesigned for the SF-25. This additionally results in a lowered anti-dive impact. The wheel nook attachment has been raised, with the brake duct now passing by way of it. These selections have been made at the side of a slight ahead shift within the entrance axle and an prolonged wheelbase, all geared toward making a smoother airflow towards the automotive’s flooring. The design of the entrance wing carefully resembles the model launched on the 2024 Singapore Grand Prix, which was additional refined relating to materials flexibility on the Austin Grand Prix. The nostril has been barely modified on the level the place it attaches to the second factor of the wing, though the general philosophy from the earlier 12 months stays intact.
The SF-25 is extra carefully aligned with Leclerc’s driving type, with a front-end bias just like that of the F1-75. The automotive differs from its predecessor in additional methods than the seen modifications alone may recommend. The entrance suspension is the obvious alteration, however a number of equally important modifications are much less obvious. Loic Serra described the SF-25, the primary Ferrari below his technical management, as a extra superior model of the earlier automotive. The attachment factors of the entrance suspension and triangle to the chassis have been modified, because the engineers, led by Head of Aerodynamics Diego Tondi, centered on extending the wheelbase to maneuver the entrance wheels additional away from the sidepod inlets.
The air intakes now characteristic a double inlet with a “P”-shaped connection, and the undercut space has been reworked. These modifications are meant to cut back dangerous turbulence within the crucial zone at the beginning of the ground and across the venturi inlets. Concurrently, the cockpit has been barely repositioned rearward, resulting in a slight redistribution of weight throughout the automotive, consistent with the regulatory limits that prohibit inventive freedom. All through the winter, Maranello’s engineers centered on making a automotive with a extra “highly effective” entrance finish, which enhances Leclerc’s driving type. The automotive’s habits at Fiorano was marked by a exact entrance finish, with a barely lighter rear part.
The radiator openings preserve the ‘overbite’ philosophy however now characteristic a revised higher wing form, drawing inspiration from McLaren’s design, with an elongated form and a curl on the periphery. Whereas the sidepod is extra tapered on the decrease part, Ferrari has additionally launched a prime excavation within the ‘skirt’ space, impressed by the F1-75’s “fish tank” answer, although much less excessive. This excavation begins instantly, with a steadily rising edge that creates a hole channel the place air can be directed in the direction of the rear of the automotive. The engine cowl has been redesigned for a cleaner look, with a tray extending from the cockpit sides to the rear. On the again, a gap stays, just like the one discovered on McLaren’s MCL39, which generates a small airflow blow-out on the rear with a ‘trace of Bazooka.’ The well-known ‘fin’ on the engine cowl has been practically eradicated, changed by small openings that echo an answer first applied by Alpine. As anticipated, the triangular airbox is confirmed, together with a very clear higher part of the engine cowl, the place the ‘Cobra’ stays, together with a horizontal help anchoring it to the chassis.
Then again, the ground of the SF-25 continues to construct on the experimental base from the top of 2024, evolving each its construction and venturi channels. Whereas revised, the ground largely retains the modifications seen in Ferrari’s experimental specification, which was launched on the Las Vegas Grand Prix final 12 months and yielded extra constructive outcomes than anticipated. The SF-25’s flooring has undergone extra important modifications within the venturi channel space, with a brand new construction and an altered middle of stress. The ground’s inlets have additionally been up to date, with an exterior fin now that includes a stepped design on the prime and a brand new cowl surrounding the anti-intrusion cone.
The rear pull-rod suspension has additionally been additional up to date, and the whole rear wing is new for medium load. Ferrari stays the one workforce to make use of a rear pull-rod suspension, although it has been considerably up to date in comparison with the 2024 model. The rear suspension with a spring-damper group positioned decrease continues to be a degree of belief at Maranello. In contrast to the entrance suspension, the rear setup stays a continuity selection, as Ferrari doesn’t see any clear benefit in switching to a push-rod structure. Transferring the plenty upward with a push-rod suspension might supply extra flexibility in using the house for the diffuser design. Nevertheless, the rear suspension has been a powerful technical level for Ferrari in recent times, offering stable traction and wonderful efficiency on stop-and-go circuits.
At Fiorano, the brand new rear wing on the SF-25 was unveiled, an identical to the renders proven on February 18, and distinct from final 12 months’s wing. It’s a medium-high load specification, with a pronounced “V” in the primary aircraft, impressed first by Alpine’s philosophy and later by McLaren’s, though the same idea had already been hinted at with the F1-75.
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