The Made in Italy and Emilia-Romagna Grand Prix officially opens the long European leg of the Formula 1 season, which will accompany the championship until the Italian GP on September 7 (with the exception of Canada).
The race takes place in Imola, one of the most iconic and technical tracks on the calendar, named in memory of Enzo and Dino Ferrari and nestled in the beating heart of the Motor Valley. It’s an old-school circuit, with aggressive curbs, a narrow track width, and natural elevation changes, requiring millimetric precision and a setup capable of ensuring stability through direction changes, traction on exit, and full confidence in the car’s behavior.
Its 4.909 kilometers run counterclockwise through 19 corners, many of which form technical sequences like the Villeneuve-Tosa section or the Acque Minerali, where mechanical and aerodynamic balance must coexist perfectly. Among the most demanding corners is Turn 17, better known as Rivazza, where speeds drop from nearly 300 km/h to 122 km/h in just over 100 meters: here, brake pedal pressure reaches 145 kg and braking power exceeds 2,000 kW. Despite this, according to Brembo, Imola is classified as a medium-demand circuit for brakes, with a difficulty rating of 3 out of 5.
From a strategic standpoint, the event is a real challenge. Overtaking opportunities are very limited – with only one DRS zone and one of the longest pit lanes on the calendar – which makes qualifying crucial. Tire management will be affected by the numerous acceleration and braking points, but the low degradation and relatively smooth surface favor a one-stop strategy. This was demonstrated in last year’s edition, where those who started on harder compounds were able to manage a long stint without issues, while those who opted for Softs had to make two stops.
There’s also an important update on the tire front: the new C6 compound, the softest in Pirelli’s entire 2025 range, will debut at Imola. Designed for low tire-wear tracks, it may be rarely used in the race, but could become a secret weapon in qualifying due to its superior grip on a single flying lap. Its performance will also be assessed in upcoming rounds in Monaco and Montreal, with a view to potential wider use in the second half of the season.
Finally, Imola traditionally marks a turning point for technical development: it’s here that many teams choose to introduce their first major upgrades after analyzing the data collected in the early stages of the season. Ferrari stands out among them, expected to make a step forward in front of their home crowd, but teams like Mercedes, Aston Martin, Alpine, and McLaren are also working to bring aerodynamic packages and corrections that could influence the performance balance of the grid. It will therefore be a crucial weekend not only for points on offer but also for the evolutionary path of the cars ahead of the central phase of the championship.
We’re in the pit lane
For the Imola event, readers of ScuderiaFans.com can rely on real-time updates and photos from the Imola paddock. This time, the analysis of updates is entrusted to his expert eye and the photos from the pitlane
Rear wing comparison
The ever-punctual Albert Fabrega has published the usual comparison of rear wing configurations from the main teams.
The most high-downforce cars, as often happens, are Aston Martin and Alpine – the former opting for a very steep angle on the movable part, the latter with the most extended main plane. Among the lower-downforce setups are Ferrari, with a V-shaped main plane and a reduced movable flap, a configuration similar to McLaren’s. Red Bull, on the other hand, uses a main plane that extends in a straight line rather than a V shape, and a movable flap with greater incidence.
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