Although Brembo classifies it as a medium difficulty circuit (index 3/5), the track features seven heavy braking zones, totaling 14.5 seconds of brake usage per lap, with five stops longer than 115 meters. Grip increases session by session, enhancing brake power application and thus the temperature of discs and pads. Some teams may choose wider front and rear brake ducts or ask drivers for more lift-and-coast management.
On the tire front, Pirelli confirms the C3–C4–C5 compound range, with temperature management as the main variable. Earlier session times compared to previous years will make heating less critical, but the preparation lap before the push remains crucial. The 2025 compounds degrade less than before, but the risk of graining remains significant.
This is the technical backdrop that will influence and give context to the first pit lane images: cooling layouts, aerodynamic load choices, brake duct and beam wing configurations, details of front and rear corners. Everything can be interpreted in light of this unique and, in many aspects, extreme challenge.
Rear wing comparison
In this context, the comparison between rear wings becomes central to interpreting the first images from the pit lane. Ferrari arrives in Las Vegas with a Monza-spec setup, the lowest downforce among the top teams: an extremely unloaded solution that, with the DRS open, minimizes the frontal area used to generate drag. It is an aggressive choice, maximizing efficiency on the very long straight between Turn 12 and Turn 14, but it raises a fundamental question: will there be enough load to bring the rear tires up to temperature in the first laps, especially on a track that remains slippery for hours?
McLaren, on the other hand, opts for a “V” lower plane that retains part of the downforce even with the DRS open, aiming for a more balanced solution. Mercedes proposes a much deeper lower profile designed to guarantee stability under braking and traction. In contrast, Red Bull presents an extremely thin and slightly twisted upper plane: reduced drag already in the closed configuration, but with limited gains when the wing opens. In this scenario, it is not excluded that Ferrari and Sauber may attempt a new top speed record — after the 369 km/h achieved by Albon last year — exploiting extreme setups and particularly effective DRS on the long acceleration zones of Las Vegas.
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