And here we go! Ferrari and McLaren, two Formula 1 cars built for one purpose: winning. The goal is far from simple, considering that the 2025 Formula 1 championship is very long and a lot of key parameters will influence the outcome. On one side, the Maranello team, tired of losing and eager to erase that cursed zero from the world championship record for almost two decades. On the other, the Woking-based team, which is really enjoying itself, focused on defending the constructors’ title and also aiming for the drivers’ crown. The British team undoubtedly starts as the favorite based on the data collected during the pre-season testing session in Bahrain and analyzed in the last few weeks.
However, the Maranello squad has no intention of backing down. In today’s analysis, we examine the aerodynamic configuration choices made by these two teams, which are expected to battle for triumphs this season as well, after the duel for last year’s Constructors’ championship was decided only in the final round of the Formula 1 campaign, in Abu Dhabi. Of course, although the rear wings of the single-seaters are only a part of the car, they help us understand the type of setup the teams have chosen based on the distinctive features of their projects for the 2025 racing campaign.
Fluid dynamics at the rear
Let’s start by discussing the Red car in comparison with McLaren’s specification. In this case, we also distinguish the main plane from the additional flap of the wing. We immediately notice that the main profile of the SF-25 is significantly less pronounced than that of the MCL39. In the case of the Prancing Horse, the foil has a greater vertical bulk and, at the same time, a higher angle of incidence. On both specifications, however, there is a reduction in chord length in the central area, a detail that almost contradicts what we usually see.
At the center of the specification, the tendency is to unload. In the midsection, the pressure is distributed this way due to the presence of the engine cover, an element that influences the fluid dynamics that will then interact with the wing. In this area of the car, the fluid mass moves with a different angle of incidence, and the profile is therefore shaped to adapt to its structure. The second element of the McLaren is also less loaded and generally aims to optimize efficiency. Through the overlapping in the peripheral zone, it is noticeable that the profile of the MCL39 single-seater reduces the chord, as aspect marked by the green circle.
The rear wing comparison between the Ferrari SF-25 and the McLaren MCL39 for the 2025 Australian GP – source: funoanalisitecnica
Ferrari relies on the rear wing, McLaren on the downforce generated by the floor
The two teams in question have chosen geometries that take very different approaches to adapting to the local fluid direction acting on the single-seaters. The incidence of the movable flap is also greater on the SF-25 car. These elements immediately provide some interesting insights to explore further. Ferrari opts for a wing with more downforce to generate grip on the rear axle, as it is likely forced to rely more on the vertical thrust produced by this specification.
McLaren, on the other hand, if we look at its specification, suggests the presence of a significant surplus of downforce coming from the car’s floor. For this reason, it can unload more of the car and “dodge” some of the drag, a move that can grant the car greater efficiency. In the design phase, after all, the Woking team focused precisely on this parameter, which was one of the weaknesses of the 2024 car. It should be noted that we expect excellent top speeds from the McLaren MCL39.
Ferrari, by contrast, seems intent on following the path it already took last year. The initial rear wing solution, also used during Bahrain testing, will then be adopted at several circuits. By optimizing the versatility of this specification, the Italian team can choose this setup across multiple tracks with the same configuration, maximizing overall understanding of the car’s performance. A decision that is not necessarily limiting on the track. We await further confirmation on this.
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