Italian GP preview: technical insights and pitlane images with setup comparison
The second Italian round of the Formula 1 season is here: after Imola, it’s time for the Italian Grand Prix at Monza, a race that more than any other embodies the essence of speed. The track has been updated: last year, 78,000 square meters of asphalt were resurfaced using sustainable materials, along with new curbs and run-off areas.
This is one of six detailed previews offered on ScuderiaFans.com for each Grand Prix, alongside Pirelli and Brembo analysis, TV schedules, official updates, and a power unit component table.
Technical challenges at Monza
From a technical standpoint, Monza remains an extreme test for brakes and aerodynamics. According to Brembo data, on a difficulty scale from 1 to 5, the brakes score the maximum. Five of the seven braking zones are categorized as “Hard,” with decelerations exceeding 4 g and pedal forces above 120 kg. The most demanding is the first chicane, the Prima Variante, where speeds drop from 337 to 89 km/h in less than three seconds, requiring a braking force of 162 kg. These figures highlight how crucial braking stability and traction on corner exit are for competitiveness.
Pirelli brings the same tyre choices as in 2024 – C3, C4, and C5 – but on asphalt that has now settled after resurfacing. Hard and Medium tyres are expected to be preferred on a circuit where pit stop time loss is among the highest in the championship. Teams will likely opt for a one-stop strategy, although high temperatures could make a two-stop scenario possible. Managing tyre degradation will be decisive in a track where DRS is less effective and overtaking remains challenging.
At Monza, drivers spend 80% of the lap at full throttle, with the lowest aerodynamic load of the season. Beyond sheer speed, cornering qualities are crucial: stability at Biassono, precision in Variante Ascari, and a perfectly balanced Parabolica-Alboreto, often deciding the outcome of the Grand Prix.
Setup comparison: rear wings
We can already see how teams have adapted their cars, the setup choices, and the compromises they’ve made. The first insights come from the always punctual Albert Fabrega, who published the first pitlane shots of the rear wings used by various teams.
Ferrari is undoubtedly the team making the most aggressive choice, with a main plane that is practically flat and thin. However, in the first day of practice we may see two different rear wings on Lewis Hamilton’s car (higher downforce) and Charles Leclerc’s car (lower downforce, as seen in the photos). Alpine made a similar choice, aware that they must compensate for the Renault engine’s lower power to achieve strong top speeds on the straights.
Next, in order of decreasing downforce, comes McLaren with a main profile very thin towards the outside but more pronounced in the center. Sauber and Haas have similar configurations.
Red Bull, and especially Mercedes, Aston Martin, and Visa Cash App, opted for higher downforce wings, likely concerned about tyre management.
Ferrari at Monza
While waiting to analyze the official FIA documents to discover any updates on the SF-25, here are the first images showing some details of the new livery, the floor, and the front wing.
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