Ferrari leads the evolution charge at the Belgian Grand Prix

Ferrari finally introduces its new rear suspension, awaited for months, at the Belgian Grand Prix, joining seven other teams that have made technical modifications for the thirteenth round of the season. Only Haas and Sauber arrive at Spa-Francorchamps without any updates on their cars.

Ferrari and its much-anticipated rear suspension

The Italian team unveils its most anticipated modification of the season with a completely redesigned rear suspension geometry. This evolution, tested during a private filming day at Mugello last week, aims to allow the SF-25 to run lower without damaging the floor, an issue that led to the disqualification of both cars in China.

This revision of the suspension geometry led to a complete reoptimization of the triangle fairings as well as the lower and upper cascade fins. The stated goal is to maximize aerodynamic efficiency while enhancing driving and feel for the drivers.

Ferrari completes its set of developments with modifications to the rear corner and a circuit-specific rear wing. The wing features a shortened flap element to reduce aerodynamic load, an adaptation necessary for the efficiency demands of the Spa-Francorchamps layout.

Red Bull deploys an arsenal of five modifications

Red Bull arrives with a set of five modifications on the RB21, in what could be one of the last major evolutions before the shift to the 2026 season. The front wing receives cambers and incidence modifications on the first and second elements, redistributing pressure to increase overall aerodynamic load.

The pontoon intakes have been redesigned to improve the cooling of the power unit by merging two intakes into one and widening the upper part. This modification anticipates the thermal challenges of upcoming circuits and is accompanied by adaptations of the engine bodywork to maintain aerodynamic harmony.

The engine cover is revised as a result of these pontoon modifications, maintaining the same cooling outlet options while linking the pontoons to the floor. The front suspension receives revised inner fairings with more camber to aid the pressure available to the new pontoon inlets.

Williams rethinks its floor and bodywork

Williams brings an ambitious update with four changes focused on optimizing flow. The front floor fences have been reprofiled to modify their camber, with a detailed geometry on the trailing edge also updated. The revised geometries of the fences redistribute the load balance across the floor fence channels, as stated in the FIA technical document.

The trailing edge and the fin have also been reworked with a more complex curvature, and the side hole at the rear of the fin has been subtly reshaped. These adjustments aim to exploit the new local flow conditions to enhance aerodynamic performance in this area while improving the entry conditions of the main diffuser.

The pontoon entrance has undergone a significant modification, with the lower lip now lower on the inside and higher on the outside. This reshaping works in synergy with downstream changes at the bottom edges and the narrowed area of the pontoons, allowing the required level of internal cooling to be maintained while increasing the energy of the airflow directed towards the rear.

The engine hood features a deeper cut in the bodywork, coupled with a redesigned rear pillar. This evolution has been made possible by the new geometry at the pontoon entrance. It contributes to better air channeling towards the rear part of the floor, particularly around the floor edge and fin, in order to maximize aerodynamic efficiency in this area.

Mercedes refines its aerodynamic details.

Mercedes arrives at the Belgian Grand Prix with two targeted modifications. The front wing receives an increased chord on the second element local to the endplate, redistributing the tip vortex and improving tire wake control.

In the rear corner, shifting the drum lip inward increases the vorticity expelled by the upper edge, promoting airflow outward and improving control of the upper wake of the rear tires.

Aston Martin transforms its front end

Aston Martin arrives with one of the most complete technical packages of the weekend, with no less than five distinct upgrades. Among them, two new front wings: the first, specific to the circuit, adopts a reduced chord flap to accompany a lighter rear wing designed for this event; the second, derived from an earlier version, incorporates modified sections to match the revised nose.

This new, shorter nose requires the wing to be mounted from the second element. According to the team, this setup optimizes aerodynamic flow from the initial impact, improving performance across the entire operating range of the car.

At the rear, Aston Martin introduces an upper wing with reduced sections, aimed at lowering the frontal surface, along with a single-element beam wing. These choices are intended to reduce drag, in line with the expected configuration for Spa.

McLaren, Alpine, and Racing Bulls opt for targeted adjustments

McLaren adopts a minimalist but effective approach with a single modification: an updated version of its low-downforce rear wing. This evolution enhances overall efficiency over a similar drag range and suits several circuits. The team explains that this low-drag rear wing, which improves overall efficiency over a similar drag range, will be particularly suitable for the demands of Spa but will also be used on the circuits of Monza, Baku, and Las Vegas later this season.

Alpine focuses exclusively on the rear of its A525 with two circuit-specific modifications. The upper rear wing has been redesigned and is less loaded, effectively reducing drag for high-efficiency tracks. The beam wing accompanies this change with a low downforce design that provides an effective alternative to the rear wing assembly.

This modest approach is explained by the team’s conscious decision to limit its development in the 2025 season in favor of 2026.

**Racing Bulls** deploys a package with three distinct modifications. The rear wing receives updated profiles to meet the required downforce and efficiency levels targeted for the circuit. The rear corner winglets see their geometry updated to improve flow conditioning around the rear of the VCARB 02. The diffuser also undergoes a shape revision to optimize flow conditioning in this critical area.

Furthermore, Alan Permane, the brand new team leader, indicates that Racing Bulls plans to introduce one last minor upgrade after the summer break before the aerodynamic development shifts towards 2026.