Ferrari has made some small progress within the final two races of the 2025 System 1 season. The updates to the ground, though nonetheless inadequate, have allowed Charles Leclerc to enhance his race efficiency, due to a much less unstable rear finish. Nevertheless, the slender setup window forces the Maranello staff to make compromises, as seen on the 6.174-kilometre Jeddah Corniche Circuit in Saudi Arabia, the place the setup was partially determined to swimsuit the Saudi format.
Moreover, the dynamic efficiency of the SF-25 single-seater considerably depends upon aerodynamic decisions, which range relying on the observe. Particularly, with much less downforce settings, the mixed grip of the tires is sharply lowered, each longitudinally and laterally. In easy phrases, this refers to a possible lack of aero-mechanical interplay, which may solely be addressed with the aerodynamic updates that must be launched by the Maranello engineers and technicians within the Emilia Romagna Grand Prix weekend on the Imola circuit.
Going into extra element, it’s identified that vertical downforce helps generate grip on the bottom by the suspension’s work. Relying on the chosen static angles for the tires, dynamic behaviors are primarily ruled by camber restoration, aimed toward stabilizing the automotive with respect to load shifts and lateral acceleration.
what occurred between the Bahrain Grand Prix and the Saudi Arabian Grand Prix, it’s evident that the Italian automotive confirmed completely different habits in medium-speed corners. Other than the endemic understeering problem on entry, telemetry exhibits Charles Leclerc‘s struggles on nook exit. As usually occurs, the Monegasque driver is aggressive on entry, gaining on his rivals.
Nevertheless, he suffers significantly when the Ferrari accelerates with steering angle. This, even though Charles Leclerc’s driving type suffers extra in comparison with Lewis Hamilton’s. On the Bahrain Worldwide Circuit, the upper load helped handle the mixed traction, whereas in Jeddah, this was missing, and the proper mass setup was not discovered to optimize the tire contact patch.
In medium-speed corners, the place vertical downforce is just not excessive, the tires are burdened each laterally and longitudinally attributable to traction. The results of these forces should equal the vertical power, supplied by downforce, load switch, and the car’s mass on every tire, multiplied by the grip coefficient between rubber and observe floor. From this evaluation, it may be concluded that McLaren, and particularly Pink Bull, regardless of struggling different forms of issues that they’ll attempt to deal with with the upcoming aerodynamic replace package deal for Imola, are extra environment friendly at producing downforce in these observe sections. This enables them to have a larger quantity of mixed grip and optimum traction section.
Furthermore, we all know that grip era by the tires is proportional to the slip angle. In different phrases, that is the angle between the tire’s course and the automotive’s precise racing line. Ferrari struggles extra with managing this, because it doesn’t have the identical baseline vertical downforce as the opposite prime groups, as confirmed by Charles Leclerc final weekend in Saudi Arabia.
A further clarification should be made concerning the grip supplied by the tires in gradual corners, the place longitudinal traction is essential. In Saudi Arabia, this side was identified, but it surely doesn’t truly signify an actual efficiency deficit for the Ferrari. The SF-25 automotive doesn’t have issues on the subject of offering non-combined grip, akin to in nook 1 exits. Quite the opposite, the Ferrari single-seater has loads of longitudinal grip however much less lateral grip. To resolve these points on medium-to-low aerodynamic load circuits, the Maranello staff might want to effectively extract downforce from the ground. This manner, the setup working window may be widened, permitting for improved mixed grip and, consequently, efficiency in medium-speed corners.
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