GP Azerbaijan – Technical insights from Baku: Ferrari, McLaren and Mercedes rear wing strategies
The 2025 Formula 1 Azerbaijan Grand Prix once again presents a unique technical challenge, thanks to the peculiarities of one of the most unusual street circuits on the calendar. Stretching over 6 kilometers, the Baku City Circuit combines the features of a stop-and-go layout, with numerous 90-degree corners and incredibly tight sections reminiscent of Monaco, together with some of the longest straights in Formula 1, where the cars can reach top speeds in excess of 360 km/h. This distinctive mix forces the teams to search for a very delicate aerodynamic compromise, aiming for strong traction and downforce in the slower sections while still ensuring maximum speed on the straights, which remain the only real overtaking zones of the track.
For the occasion, Pirelli has opted for the softest range available in 2025: the C6 as the Soft compound, C5 as Medium, and C4 as Hard. Compared to the 2024 selection, this opens up the concrete possibility of a two-stop race strategy, especially considering that the latest generation of tyres is less affected by graining and offers a more predictable degradation pattern. Teams have also invested significant effort in tyre management, which means we are unlikely to see a huge variety of strategies. Everything will depend on how the track evolves throughout the weekend and on potential race interruptions.
Tyre strategies, however, might not be the only decisive factor in Baku. Another crucial element is the extraordinary stress on the braking system. According to Brembo’s data, the Azerbaijan GP is one of the toughest races of the season for brakes, with drivers facing 12 braking zones per lap, totaling almost 20 seconds spent braking, seven of which are considered particularly severe. The hardest of them all is Turn 1, where the cars decelerate from 329 km/h to just 119 km/h in only 108 meters. This results in a deceleration of 5g and a force of 176 kilograms applied to the brake pedal.
Another variable that cannot be underestimated is the Safety Car. Due to the minimal margins for error and the tight walls, neutralisations are extremely frequent in Baku. This factor could significantly influence both qualifying and the race, reshuffling the order at any moment. Teams must therefore prepare balanced setups and flexible strategies, ready to adapt to unpredictable circumstances on one of the trickiest and most unpredictable circuits of the Formula 1 season.
Let us now take a closer look at how the teams have prepared for the Azerbaijan GP challenge, and what setup decisions they have adopted for Baku.
GP Azerbaijan: rear wing setups and technical choices
The first comparisons come thanks to Albert Fabrega’s always timely pitlane report, which provides images of the rear wings of the cars. These technical shots are essential to understand the compromises chosen by different teams between the high speed demanded on the straights and the downforce required in the slower corners of the circuit.
As expected, most configurations lean towards medium-low downforce, particularly in the main wing element. However, the difference lies in the movable flap, which in Baku appears larger and more angled than what we usually see at Monza. The reasoning is simple: with the DRS open, the flap is effectively neutralised, maximising top speed. When closed, it restores grip and stability in the twisty parts of the track.
Ferrari is the only one among the top teams to use a central-shaped movable flap, designed to reduce drag on the straights. This choice shows clear confidence in the SF-25’s ability to generate sufficient downforce from the floor and mechanical setup. Given that Baku is classified as a “stop and go” circuit, the characteristics of the Ferrari SF-25 and the Mercedes W16 should, at least in theory, be well suited to the layout. On the other hand, the track is expected to be less favourable to the natural strengths of the outstanding McLaren MCL39.
McLaren, along with Alpine, has opted for the lowest downforce configurations to maximise top speed. The reasoning behind this is slightly different for each team: McLaren, aware of the high inherent downforce of its car, can afford to trim drag to stay competitive on the straights. Alpine, instead, is dealing with the relative lack of power from the Renault power unit, estimated to deliver around 20 horsepower less compared to rival engines, and therefore needs every possible gain in top-end speed.
McLaren’s approach to Baku
The McLaren team’s decisions in Baku underline its confidence in the natural balance of the MCL39. By cutting downforce levels, the car can achieve top-class speed figures without sacrificing too much stability in the corners. However, this approach could expose the drivers to higher tyre wear and greater difficulty in traction zones compared to rivals like Ferrari and Mercedes, who have chosen a slightly more balanced compromise. The Azerbaijan Grand Prix will therefore be another crucial test of how McLaren’s package compares to its closest competitors on a street circuit that punishes every mistake and rewards those who find the perfect setup balance.
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