F1, Singapore GP: Ferrari holds back from maximum downforce for now
Ferrari has decided to focus on top speed at the Singapore Grand Prix. In Formula 1, every single detail can prove decisive over the course of a race weekend. For this reason, rather than immediately adopting the highest downforce package on the SF-25, the working group led by team principal Frederic Vasseur has identified the medium-high downforce configuration as the most suitable solution. This setup delivers a slightly lighter rear end that the drivers will need to manage carefully, should this approach be confirmed throughout the weekend.
Ferrari: a little less downforce to target traction and top speed
On the Marina Bay street circuit, achieving maximum grip is always essential. However, thanks to recent layout modifications introduced in past seasons, the track now features a faster section that changes the equation. In the past, teams were almost obliged to run maximum downforce at this venue, but today it is no longer an automatic choice.
With this in mind, and also in order to achieve higher top speed at the end of the straights, Ferrari has opted against running the maximum downforce setup for the 2025 Singapore Grand Prix. Reducing drag remains an important priority, and so the team has chosen not to bring the rear wing specification used earlier this year in Monaco and Hungary, which generated the maximum level of vertical load.
Instead, the Scuderia has installed a medium-high downforce rear wing on the SF-25, featuring a main plane designed to reduce aerodynamic resistance and increase efficiency. This particular version has already been used at the Spanish Grand Prix in Barcelona as well as in the Netherlands at Zandvoort. The decision is a clear confirmation of a strategic approach that Ferrari has been applying consistently this season.
The intention is not only to maximize grip but also to make the most of the faster sections, which—though limited compared to other tracks—can still prove crucial. It cannot be ruled out that the Maranello team has also brought the Monaco rear wing to Singapore, with the goal of carrying out a direct comparison during the opening free practice sessions with both drivers.
McLaren loads up, Red Bull the same
Looking at the choices of rival teams, McLaren and Red Bull appear more aligned with expectations. McLaren has opted for the highest downforce specification, characterized by a particularly pronounced main profile and an extensive front area. This solution is fully consistent with what Red Bull has been running. McLaren previously used this configuration on the MCL39 not only in Monaco but also at the Hungarian Grand Prix.
Red Bull, however, has used a similar specification exclusively at the Monaco Grand Prix. Compared with Ferrari’s current approach, the key difference lies in the shape of the main profile: Ferrari’s rear wing features a less pronounced leading edge, and the overall frontal area of the wing is more compact.
Mercedes follows Ferrari’s configuration
Mercedes, meanwhile, has chosen to bring its high-downforce rear wing, which is considered a more versatile option. This specification has been run not only in Monaco and Hungary, but also in the Netherlands. Overall, it can be classified as a medium-high downforce wing. Its design features a larger chord in the central section, which then tapers slightly, while the total frontal area is smaller compared to the alternatives seen on other cars.
It may seem obvious, but selecting the right rear wing for this particular venue is extremely important. The key question remains whether Ferrari, with its medium-high downforce choice, will be able to manage tyre wear effectively. As we know, tyre management can prove decisive not only in qualifying but also across the full 300 kilometers of the race distance. How Ferrari balances grip, efficiency, and tyre preservation could ultimately determine their performance in Singapore.
Leave a Reply