Despite having new and promising specifications, in Bahrain tests, the SF25 displayed an extremely narrow operating range. The car seemed to perform well only under very specific conditions: ideal track temperature, absence of crosswinds, and a very specific fuel load. Any alteration to these parameters and the car would completely lose its balance. Simulations failed to replicate what was happening on the track. This is no small feat in modern F1; the correlation between the simulator and reality is critical. If what the wind tunnel or CFD shows doesn't reflect the car's actual behavior, it enters a loop of constant adjustments that rarely lead to stable solutions. Alex Brundle, after observing Hamilton's car on board, described the SF25 as a „difficult beast to tame... “. What seemed like a simple loss of grip in some corners was actually a deeper symptom. Problems with weight distribution, excessive sensitivity to tailwinds, and structural rigidity that caused understeer on entry and oversteer on exit. Each lap was a different experience for the driver, forcing them to reinvent their driving style in real time. This not only affects performance but also confidence, and without confidence, a driver doesn't attack: he only survives. The problem worsens in qualifying in this format, where everything is decided in a tenth of a second an unstable car is lethal. Hamilton and Leclair, both with different driving styles, had to negotiate with a car that offered no guarantees in the most critical area: the apex of the corner. This translated into errors, lockups, track exits, and a systematic loss of time. And when we talk about drivers of this caliber, we know the problem isn't with them, it's with the mechanical system that limits them.
Furthermore, leaked technical data from Maranello suggests that the SF25 has a torsional stiffness issue; in other words, the chassis doesn't respond with the expected elasticity when the car passes through areas of high lateral load. This not only complicates the setup adjustment but also interferes with the car's active aerodynamics, disrupting the ideal air flow and generating downforce loss just when it's most needed. During the Australian GP, all of this was starkly exposed. In wet conditions, the car was even more unstable, Hamilton was trapped behind Albon for much of the race, unable to apply the pace we know he has, and Leclair in an attempt to avoid further damage refused to change the front wing after contact at the start further compromising his performance in high-speed corners.
The SF25 car is a concept that sought to optimize mid and high-speed cornering, reduce rear tire degradation and increase lateral rigidity without compromising traction. However, these technical decisions had consequences, and one of the most troubling ones manifested itself in Hamilton's hands. The problem stems from the fact that the SF25 setup with the front axle with the new pull-road suspension requires a very precise tire warm-up process. While Leclair has demonstrated an instinctive ability to generate temperature quickly and aggressively in the first corners, Hamilton has constantly struggled to reach that optimal operating window. The result is immediate under steer on corner entry, forcing him to take more conservative lines and consequently losing critical tenths of a second. This isn't simply a matter of failing to adapt, it's a multi-layered technical phenomenon.
The SF25's weight distribution is more skewed toward the rear, seeking to maximize traction on corner exit. But this penalizes the front axle when the asphalt is cold or when the driver doesn't apply enough vertical load in the opening meters. Hamilton, accustomed to cars that reacted more predictably and allowed for quicker adjustments from the steering wheel, now finds himself struggling with a chassis that demands surgical aggression from the first braking. Telemetry confirms this tension: at circuits like Saudi Arabia and Melbourne, Hamilton loses time primarily in low-speed corners, especially in the initial combinations where a large part of the lap's performance is determined. This translates into a generalized pace problem but also into enormous emotional frustration because it's not just a matter of not being fast but of not understanding exactly why the car isn't responding. The team has tried to alleviate the situation with different suspension setups, balance adjustments, and engine map changes, but each modification brings new side effects. In modern F1, where setup windows are so narrow, changing one thing can unbalance another. And this is exacerbated when the driver is still developing confidence with the car, as is Lewis's case.
Furthermore, the SF25's power steering system is firmer and less progressive than that of the Mercedes W15 represents another obstacle. Hamilton has mentioned on several occasions that he needs to better sense the feedback from the front axle in order to anticipate the limits of grip. Without that sensitivity, his driving style, which has always been based on fine-tuned slip control, is neutralized. The final straw came in qualifying for the Chinese Grand Prix, where, despite achieving a solid lap, the data showed he was still 3/10 off the potential time he could have set before aborting his second attempt. And although he managed to advance in the race, every maneuver was a battle against the car rather than against his rivals. All of this highlights a critical point: it's not enough to have a competitive car if that car doesn't respond to the driver's DNA. In this case, Ferrari has built an effective car but with a character that seems tailor-made for Charles Leclerc.
Ferrari is working on a progressive restructuring plan for the SF25, designed to better adapt to both Hamilton's driving style and the season's new technical challenges. Starting with the Amelia Romana Grand Prix, the team will introduce a series of significant updates. The first package will focus on a revised floor seeking to improve air flow to the diffuser and increase rear-end stability in low-speed corners. This change is specifically aimed at alleviating the problem of front-end understeer, one of Lewis's biggest complaints so far. In addition, a new rear suspension specification is being developed. The idea is to increase the car's operating range in variable track conditions, something that has affected Hamilton more than Leclair, particularly in sessions with sudden changes in track temperature. There is also talk of modifying the brake by wire mapping and the ERS energy management system in order to give Hamilton a more linear response in the braking and acceleration zones, where he has traditionally made the difference.
Lewis Hamilton, on the other hand, is forced to adapt to modify decades of instinct to fit into a machine that until now hasn't suited him. Every great Formula 1 story has its turning point, and although the recent chapters in the relationship between Lewis Hamilton and Ferrari have been fraught with uncertainty, the outcome has yet to be written. Because if the seven-time world champion has proven anything throughout his career, it's that he doesn't give up in the face of adversity, and in this case,e the tunnel may be full of twists and turns but at the end of it a technical and strategic glimmer already looms that could change the narrative. Lewis Hamilton, known for his almost superhuman ability to adapt and transform adversity into motivation, is beginning to show signs of figuring out the SF25. What seemed like a relationship doomed to disappointment is slowly beginning to mutate into a technical and emotional symbiosis. It's not just about tweaking a setup or adapting his driving style, it's about rebuilding trust from the ground up, something few drivers in F1 history have achieved with such a level of media intensity and internal pressure. The key to this awakening hasn't been magical but meticulously forged. Hamilton has begun to modify his approach, incorporating elements of Leclerc's driving style, especially in braking and corner transition management. For the first time since his arrival in Formula 1, Hamilton is changing his DNA as a driver, and he's doing so not out of necessity but out of conviction. He set aside certain automatisms acquired during his golden era at Mercedes to embrace a more analytical, almost surgical approach to the SF25. This evolution speaks not only to his intelligence as a competitor but also to his humility in accepting that even with seven titles, there's always room to learn. In recent weeks, he's intensified his work in the simulator at Maranello, actively participating in the development of the new setup. He's even proposed changes to the communication interface with his track engineer, seeking to replicate some of the technical language he used at Mercedes. Adaptation isn't just mechanical; it's also cultural, and Lewis knows he must build a foundation of trust from within if he wants the team to respond to his needs in critical moments. Beyond technical development, there's a strategic component that's also evolving. Ferrari plans to redesign its decision-making system during the race. A rapid real-time analysis cell has been formed with engineers dedicated exclusively to evaluating alternative scenarios during the weekends. This measure aims to avoid mistakes like the one in Australia, where a misreading of the weather conditions cost important points. Hamilton has insisted that these types of tools can make the difference between a victory and a forgettable result. As for the internal environment, although tensions haven't disappeared, there are signs of rebuilding. Vasseur has publicly reinforced his commitment to Hamilton, assuring that the entire team is aligned to make this alliance work. Joint sessions have even been held with Leclair and Hamilton to align technical criteria, something that hasn't happened since preseason...
