Ferrari with the SF-25 has taken a noticeably different direction in terms of car setup for the Azerbaijan Grand Prix in Baku, while rivals like McLaren, Red Bull, and Mercedes appear, at least on Thursday, to be satisfied with the specifications they have chosen. As is the case during every Formula 1 race weekend, the first images from Thursday’s preparations already provide some important technical clues ahead of the track action on Friday. The rear wings mounted on the cars are always one of the clearest indicators of the aerodynamic downforce levels that the engineers are choosing to adopt. This detail becomes even more relevant for the streets of Baku, a track that is unique in the championship for the combination of very long straights and extremely tight, twisty corners. To perform well here, teams must focus on achieving the highest possible aerodynamic efficiency. In other words, they need to find a very delicate compromise between maximum speed on the straights and sufficient grip in the corners.
This balancing act is particularly critical in Baku because the circuit is a mix of extremes. On the one hand, there is the 2.2-kilometer main straight, one of the longest of the entire season, where cars spend many seconds at full throttle. On the other hand, there are the tight castle section corners and the slower middle sector where mechanical grip and aerodynamic stability are essential. For this reason, the choices made on Thursday can already tell us a lot about how each team expects the race weekend to unfold.
Red Bull follows the successful Monza approach
When talking about balance, the main factors under consideration are twofold: the maximum speeds that can be reached at the end of the straights and the level of vertical load, or downforce, that can be generated by the aerodynamics. Teams need to keep in mind that one of the primary objectives at a demanding track like this is to limit the amount of sliding, especially in the more technical and slower zones of the circuit. Looking at the first technical analyses, it is already evident that Red Bull has once again chosen to reduce downforce to the bare minimum, in order to maximize straight-line speed.
The specification of the rear wing used by the Milton Keynes-based team looks to be essentially the same as the one run successfully at the Italian Grand Prix in Monza, although with some modifications to adapt it to the characteristics of the Baku circuit. The main change is the absence of the cuts on the trailing edge of the second flap, which were introduced during the Monza weekend. Those cuts had been created in a very simple and flexible way to reduce rear load and gain higher speeds on the straights.
In addition, on the trailing edge of the additional flap, the Red Bull RB21 now shows the presence of a small nolder. This aerodynamic element is essentially a thin carbon strip placed perpendicularly to the surface of the flap. The modification, designed and implemented under the guidance of French technical director Pierre Waché, slightly increases the amount of downforce generated, while adding only a relatively small penalty in terms of drag. Such a fine-tuning detail highlights once again how Red Bull focuses on precision when it comes to extracting performance in aerodynamic terms.
McLaren experiments with a low-drag setup
McLaren, with its MCL39, has also made a choice that closely mirrors the philosophy of Red Bull. The Woking-based outfit has decided, at least in this early phase of the weekend, to adopt a rear wing specification that is very similar to the one used during the previous race. Reducing rear downforce is always a sensitive matter for the McLaren package, which tends to require a certain amount of stability, but the engineers led by Andrea Stella have chosen this route rather than adding more aerodynamic load. Their decision is based on the expectation that tire degradation will remain very low during the race weekend in Baku.
Running with this kind of configuration, which heavily reduces drag and maximizes straight-line performance, means targeting the best possible top speed on the very long main straight. This is a parameter that plays a decisive role not only in qualifying, where single-lap performance is crucial, but also in race conditions. A car that has a competitive top speed has a significant advantage both when attacking to overtake and, perhaps even more importantly, when defending track position. In modern Formula 1, where the DRS system plays such an important role, being fast in a straight line is an essential requirement. Mercedes has also made a similar choice, fitting a rear wing that is practically identical to the one used two weeks ago in Monza.
Ferrari with more downforce to prevent rear sliding
Finally, we arrive at Ferrari, and this is where the biggest difference emerges. Observing the rear wing mounted on the Ferrari SF-25 single-seater in the Baku pitlane, it is immediately clear that the Maranello team has decided to take a different approach. The Ferrari engineers have opted to use the rear wing specification that was previously employed at Spa-Francorchamps, a track known for its mix of fast straights and demanding corners.
On the Ferrari configuration, the main profile of the rear wing remains unchanged, while the additional flap has been slightly trimmed with a small cut on the trailing edge. This technical adjustment represents an attempt to reach an intermediate level of aerodynamic load, something that sits between the low-drag setup used in Monza and the higher downforce version from Spa. In the technical images seen from various journalists in the pitlane, the small cut in the flap is clearly visible, highlighting Ferrari’s effort to fine-tune its aerodynamic package for the specific needs of Baku.
Ferrari’s strategy is based on the confidence that the SF-25 is already capable of achieving very competitive top speeds. Because of this, the engineers at Maranello can afford to add a few extra kilograms of aerodynamic load on the rear axle, in order to reduce the risk of sliding and to provide greater stability in the more technical corners. This additional downforce on the rear helps to ensure that the tires do not suffer from excessive wear due to sliding, particularly in traction zones. It is a strategy that shows Ferrari’s intent to focus not only on qualifying pace but also on long-run consistency.
If, during the first free practice sessions on Friday, direct competitors such as Red Bull, McLaren, and Mercedes prove to be significantly faster on the straights, Ferrari could still decide to switch direction and adopt a lower-downforce setup. The flexibility of modern Formula 1 cars allows for such adjustments, but at least for now Ferrari seems committed to a more conservative and rear-protective configuration.
This choice also fits into a broader pattern seen throughout the season, where Ferrari has often prioritized consistency and tire management over outright straight-line speed. With Charles Leclerc and Lewis Hamilton behind the wheel, Ferrari knows that maintaining stability and preserving tire life over the long runs can be just as valuable as reaching the highest possible top speed in qualifying.
At a street circuit like Baku, where safety cars are frequent and overtaking opportunities can come at unexpected moments, having a car that is predictable, stable, and easy on its rear tires can be the difference between finishing on the podium and slipping outside the top five. Ferrari’s decision to add more downforce should therefore be seen not only as a technical choice but also as a strategic one, aimed at maximizing opportunities over the course of what is expected to be a very unpredictable weekend.
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