The objective is clear—and categorical: leave the last place in the Constructors’ Championship. Sauber must climb back up while awaiting its transformation into Audi in 2026. Mattia Binotto, head of the four-ring program, is aware that he has taken on a very challenging role. The Italian has found a factory in Hinwil that had been stagnant in investments, requiring modernization that will take time. The former Ferrari man has openly stated that it will take five years to foster any winning ambitions, but by 2030, it is evident that the Swiss team must show signs of emerging from its slump.
The C45, the first car entirely under James Key’s responsibility, is an F1 that does not seek extremes but aims to resolve the issues that plagued last year’s highly disappointing car. It was capable of occasional qualifying exploits but completely inconsistent in races, managing just four meager championship points, all scored in Qatar, the second-to-last round of the 24-race calendar.
The 2025 season starts with different prospects: the ambition is to break into the Top 10 with some regularity. Sauber has not followed Ferrari’s design philosophy, which Haas has adopted. The chassis remains the same as in 2024, and overall, the rear retains its own gearbox, which houses the push-rod rear suspension developed in Hinwil.
Thus, the C45 retains its fundamental characteristics, though it has been revised in every detail. All teams have worked extensively to reduce drag by adopting very narrow radiator inlets. Hinwil has not pushed this concept to the extreme, forgoing, for now, the P-shaped intake and its vertical opening, which could be introduced later. What stands out is the undercut: compared to other F1 cars, the front view reveals a sort of channel created in the undercut area. While the sidepod has a pronounced wing shape, the internal section is more sculpted to ensure the cleanest possible airflow over the floor. It is plausible that the cooling mass at the rear has been increased, as the rear section of the sidepod is very tapered.
The “visor” is particularly long because the sidepod intake appears to be set back. The upper part features a slight recess within the raised outer wall. The mirror support is also peculiar—it has a T-shaped central pillar with a metal tie-rod beneath the mirror, detached from the traditional chassis mount, seemingly cut to improve airflow.
The front wing follows this year’s trend, featuring a short-chord first element with the nose attached to a slightly pronounced spoon-shaped section in the center. Great attention has been paid to enhancing the outwash effect, directing air outward from the front wheels. The adjustable flap is highly contoured, and in Bahrain, a nolder was added to its central section.
The front suspension is a pull-rod design, in line with Key’s philosophy, but without extreme solutions, as the chassis mounting points remain unchanged. A slot in the chassis allows the upper wishbone’s rear arm to be adjusted, modifying the anti-dive angle.
The airbox is one of the largest on the grid. Besides the central triangular section feeding the 066/15 power unit, there are two prominent side ducts needed to cool auxiliary radiators.
Yet, the “bazooka” cooling outlet is noticeably less prominent. There is a hot air vent on the vertical wall of the engine cover, and slightly further back, a small lateral megaphone-shaped exhaust precedes the main rear outlet. The spine fin remains, slightly raised, featuring openings that expel hot radiator air.
Sauber has adopted a single-pylon rear wing support with a heavily sculpted main profile and a medium-downforce mobile flap. The car appears simple yet well-refined—focused on reliability and consistency. We shall see…
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