United States GP – Technical analysis and circuit images: team setups
The Circuit of the Americas is one of those tracks that highlights every technical aspect of modern Formula 1 cars. It is a complete testing ground for drivers and engineers, where car setup requires a delicate balance between aerodynamic load, mechanical grip, and thermal management of both engine and tires.
The 5.513-kilometer Texan asphalt hosts 20 anticlockwise corners and an elevation change of over 40 meters, with the steep climb to Turn 1 now an iconic feature of the Austin Grand Prix. Its alternating sections, from high-speed curves inspired by Silverstone and Suzuka to slow hairpins reminiscent of Hockenheim, demand setups capable of handling it all: stability during direction changes, agility and traction in slow corners, and top speed on the straights.
From a mechanical standpoint, COTA is never easy, though it is less demanding on brakes than the previous Singapore GP, where Ferrari and other teams suffered overheating issues that required intensive use of lift-and-coast and reliability problems that compromised Hamilton’s final laps. According to Brembo data, which collaborates with all teams, Austin is of medium braking difficulty (3 out of 5) and requires brake usage for over 16 seconds per lap. There are nine major braking zones, three of which are particularly demanding: the most challenging is Turn 12, where speed drops from 312 to 92 km/h in 2.7 seconds, generating peaks of 4.2 g and pedal forces exceeding 130 kg.
Regarding tires and strategies, Pirelli has chosen a non-consecutive compound selection: C1 (Hard), C3 (Medium), and C4 (Soft). This is the same combination planned for Spa, though it was never fully evaluated on a dry track. The Hard tire is stiffer than in 2024, aiming to limit the typical thermal degradation of the Texan asphalt, where temperatures often exceed 30°C. The heat, combined with high lateral forces, is a key variable in strategy: tire management could decide the outcome of Sunday’s race.
Within this context, the SF-25 carries a margin of hope. Ferrari’s new suspension has increased aerodynamic load at the expense of some mechanical grip: a choice that on mixed tracks like Austin could finally bring balance. The high-speed corners between Turns 3 and 10, and Turn 19’s sweeping curve, will reward stability under load, while asphalt irregularities, forcing higher ride heights, should mitigate weaknesses in slower corners. On paper, this combination gives Ferrari the chance to fight with McLaren, Red Bull, and Mercedes in the Sprint, where the shorter distance may hide tire degradation limitations.
For the full race, McLaren remains the favorite due to superior thermal management, but uncertainties remain: whether the updates brought to Monza truly solved Red Bull’s degradation issues and whether Mercedes’ new front wing will be effective at high speeds could set the stage for an exciting battle for victory in Texas. With an optimized setup and a proper operating window, it is not unrealistic to imagine Charles Leclerc and Lewis Hamilton fighting for a podium in the heart of the American weekend.
Early images from the pit lane, provided by the ever-punctual reporter Albert Fabrega, give initial insights into team setup choices and compromises adopted first for the Sprint and then for Sunday’s race.
Rear wing comparison
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