No new technical updates for Ferrari, but the team has introduced some adjustments to suit the unique layout of the Baku circuit. The scheduled development program for the SF-25 this season has now ended: the upgrades initially planned for September have been cancelled, and from this point on, Ferrari will only bring track-specific solutions.
Baku is one such case, as the cars face a very particular street circuit that requires a tailored setup. The track is classified as medium-to-low downforce, combining the longest straight on the calendar with tight 90-degree corners. It rewards strong mechanical grip and favors cars that excel in longitudinal dynamics, especially in braking and traction. At the same time, maximum aerodynamic efficiency is essential to tackle the many high-speed straights.
Ferrari arrives in Baku with an adapted aerodynamic package: a modified front wing and two rear wing versions, one of which has been designed specifically for the Azerbaijan weekend. The front wing is the same component used since the start of the season but trimmed at the outer ends of the final flap. Cutting a portion of the wing reduces drag, helping increase top speed.
Two rear wings: the engineers’ dilemma ahead of qualifying
At the rear, Ferrari has brought a medium-to-low downforce specification already used at Spa-Francorchamps, alongside an identical version that has been unloaded with two trims: one in the central area and another at the tips. The purpose, once again, is to reduce downforce and boost maximum speed. Both versions have been tested by Charles Leclerc and Lewis Hamilton during the free practice sessions.
Hamilton fastest with the higher downforce wing, but the choice remains open
In FP1 Charles Leclerc began with the higher downforce wing before switching to the unloaded version later in the session. Hamilton, on the other hand, ran with the lower downforce configuration. In FP2 the roles were reversed: the Monegasque confirmed the use of the unloaded wing, while Hamilton switched to the higher downforce setup, finding great confidence and finishing the day on top.
Telemetry data clearly shows Charles Leclerc’s advantage in terms of top speed (343 km/h compared to Hamilton’s 337 km/h). However, Lewis Hamilton, with more aerodynamic load, was far stronger under braking, turn-in and mid-corner, building an advantage that allowed him to come out on top over a single lap, as explained by Andrea Galante for the Italian website f1ingenerale.
The real challenge for Ferrari’s engineers is now to decide which setup to use for the race, where many more factors matter than in qualifying. On a track where tire temperature management is crucial (easier with a higher downforce configuration) but achieving high top speeds is equally important, the team will need to strike the right balance. It is a tricky decision in a weekend that has started on a positive note for the Scuderia.
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