Suspension has several, often conflicting, roles. It should be compliant enough that the grip from the tyres is consistent as the car traverses track undulations, yet stiff enough that the ride height of the car is in the optimum range for the aerodynamics. 

The suspension setup is tuned to control the weight transfer distribution to improve cornering ability, and the suspension geometry should ensure as much of the tyre is in contact with the track surface as possible for more grip, enabling earlier throttle application. 

Suspension layout also influences aerodynamics, as the suspension arms are exposed and located in highly sensitive aerodynamic areas. The AMR25 features a push-rod suspension layout at both the front and rear; the wheel assembly is joined to the chassis by a diagonal structure with a higher point on the car's body. A pull-rod suspension layout is the opposite.

A push-rod layout provides cleaner airflow around the suspension arms, is lighter and is easier for the mechanics to access if repairs are required. Pull-rod suspension offers benefits in terms of a lower centre of gravity because heavier suspension components, such as springs and dampers, are mounted lower in the chassis.

Consisting of aluminium uprights with carbon fibre composite wishbones, the suspension must withstand high forces and be light enough to not detrimentally affect car performance. Springs and anti-roll bars control the motion of the wheels relative to the chassis while dampers dissipate some of the energy and reduce oscillations.