F1 Saudi Arabian GP: car differences and key technical insights from Jeddah

The return of Formula 1 to the Jeddah street circuit brings with it an exciting and complex technical challenge, which could mark a turning point in the season. After the first four events, teams could bring targeted update packages to Jeddah: some specific solutions for the Saudi track, others designed to improve overall aerodynamic efficiency. All of this on one of the fastest and most demanding circuits on the calendar.

Braking at the Limit

The Jeddah Corniche Circuit earns a 4 out of 5 on the Brembo difficulty scale. Despite there being only eight braking zones, six of them fall into the “High Stress” category, requiring reliable braking systems and excellent heat management, concepts that are crucial considering that the main reliability issues in the first few GPs were related to this area. Turn 1 is the most critical point, with a brutal deceleration from 317 to 110 km/h in 122 meters: drivers experience 2.47 seconds of braking with a force of 4.4 g and a load of 159 kg on the pedal.

With over 11 seconds of brake usage per lap and braking power reaching 2,339 kW, the brake setup will be crucial even in terms of tire degradation, especially with the softer compounds available.

Aero Efficiency: The Perfect Balance

The technical essence of Jeddah can be summarized in one phrase: “Aero efficiency is king.” Teams must find the ideal compromise between:

Low drag for high-speed straights (about 80% of the lap is full throttle);

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High aerodynamic load to handle many medium-speed corners (27 total, a record) and not stress the tires too much during corner entry and braking. Teams like McLaren, which brought a high-downforce but high-drag package to Bahrain, will need to work on reducing drag while maintaining good stability in high-speed corners. If they succeed, they could remain contenders here as well.

Pirelli has chosen to bring the softest compounds in their range (C6 will debut in Imola): C3 (Hard), C4 (Medium), and C5 (Soft). An ambitious choice aimed at increasing strategic variability. However, teams have historically opted for single-stop strategies, which have proven to be the most effective, especially with potential Safety Cars.

But watch out for graining, especially in the early sessions: the track is not well-used, very dirty, and has low abrasiveness. Over time, and with the passage of support categories, the evolution of the asphalt will improve grip, but in the meantime, teams will have to manage the unpredictable behavior of the tires.

Jeddah could also be a testing ground for some significant update packages. Some will be aimed at improving aerodynamic flow management on high-speed tracks, while others focus on optimizing brake cooling or stability in fast corners. Teams that bring effective updates could gain an important edge in competitiveness heading into the long European leg of the season.

Front Corner and Brake Duct: Freedom for Designers

Thanks to the Italian website formula1.it, we now have the opportunity to compare the front corners of most teams on the grid. This area has recently been in the spotlight for innovative solutions that several teams (McLaren first among them) are testing regarding airflow management and heat dissipation, especially in terms of tire management and maintaining their ideal working window.

We see how, in an area where the regulations allow more technical freedom, designers have adopted completely different solutions. Note that in the images, McLaren, Ferrari, and Red Bull are shown without the bargeboard (bare), while others are ready for tire installation. In any case, the difference between the various cars is evident, from the more complex to the more traditional designs.

Comparison of Front Wings

On the fast Jeddah circuit, we expected the lowest-downforce configurations available to the teams, especially regarding the front wing, as the front part of the car is a crucial parameter in calculating and reducing drag. Marco has written a dedicated article on this, followed by a simple visual comparison between McLaren, Ferrari, and Red Bull, showing how the SF-25 has the least downforce solution.