Just one week after the Imola Grand Prix, the Formula 1 circus moves to the vibrant heart of the French Riviera for one of the most iconic and demanding events of the season: the Monaco Grand Prix. A circuit that needs no introduction but presents unique challenges every year, requiring teams to adopt a highly specific technical and strategic approach. Thanks to the first images from the pit lane, we can analyze how the teams are preparing for the upcoming event.
The technical challenge
The Monte Carlo street circuit, 3.337 kilometers long and to be lapped 78 times during the race, winds through unforgiving barriers, tight corners, and pronounced elevation changes. With 19 corners and almost no run-off areas, the Circuit de Monaco is a proving ground for driver sensitivity and precision setup. Here, aerodynamics reach their peak in terms of downforce: cars run in extreme configurations designed to generate maximum vertical load, completely sacrificing top speed.
The 2025 edition introduces some interesting new elements. Starting with the asphalt: about half the track, from Turn 12 to Turn 3, has been resurfaced. This section, initially smoother than the rest of the circuit, could cause graining in the early sessions due to its low abrasiveness and daily reopening to public traffic. This condition will create uncertainty—at least until Saturday—regarding grip evolution and the operating window of the tires.
Speaking of tires, for the second consecutive race, Pirelli has selected the softest compounds in the 2025 range: C4 as Hard, C5 as Medium, and C6 as Soft. The real change, however, is regulatory: for the first time in Monaco, the FIA has mandated two pit stops during the race. This move is aimed at spicing up a race that is often strategically monotonous. It opens up interesting scenarios, especially for drivers starting out of position, who can exploit clean air or potential neutralizations to mount a comeback. The Soft compound could again play a key role, especially for a sprint stint at the end in case of a Safety Car.
From a braking standpoint, data from Brembo highlights a moderate challenge: a difficulty index of 3 out of 5, with 19 seconds of brake use per lap and the toughest braking point at Turn 10 after the tunnel. There, drivers decelerate from 290 to 96 km/h in just over two seconds, experiencing 4.5 g of deceleration and 145 kg of pressure on the brake pedal. These figures show how driving in Monaco pushes not only racing lines to the limit but also the driver’s physical endurance.
New elements imposed by FIA technical directives
Finally, a key note concerns F1 technical updates. Traditionally, Monaco is not fertile ground for aerodynamic developments, but 2025 might be an exception. With the upcoming FIA directives on wing flexibility, plank wear, and tire heat management systems (such as baskets and brake ducts), several teams might choose to bring forward technical solutions, testing them in the streets of the Principality before the Barcelona round.
Setup and rear wing comparison
Thanks to the ever-punctual reporter Albert Fabrega, we now have an initial look at the setup choices and configurations across the various single-seaters. The first comparison always involves the rear wings, and the consequent trade-offs between downforce and speed—though here in Monaco, the balance clearly leans toward the former.
As expected, teams have adopted high-downforce solutions. The main planes abandon the V-shape, and the movable flap has maximum angle. Ferrari is running slightly less downforce, partly to compensate for its historical issue with front-end precision.
Ferrari in Monaco
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