Max Verstappen delivers another textbook pole as Red Bull finds the right conditions at Monza
Max Verstappen signed off another flawless pole position in a weekend where Red Bull finally found a track that suited the RB21’s strengths. At Monza, the car once again demonstrated its efficiency and ability to run an extreme low-downforce setup without compromise. Verstappen gradually reduced drag during free practice until he reached a very aggressive low-load configuration. The impression is that he gambled on making the difference himself in terms of cornering speed and tyre management. In qualifying, that approach worked perfectly.
Low downforce setup and new power unit: Verstappen’s key to pole
Red Bull began the weekend with a medium-downforce package, but only Yuki Tsunoda stuck with that version. His teammate, the four-time world champion, progressively reduced the load, even trimming the top flap of the rear wing to shed more drag and resistance. The RB21’s famously rigid suspension package helps maintain stability and grip through high-speed corners, and Monza’s low kerbs allow the team to maximise this advantage, particularly through fast sections such as the Lesmos and the Ascari chicane. Compared to Lando Norris, Max Verstappen also benefitted from the characteristics of the brand-new power unit fitted to his Red Bull. Data showed strong power delivery already on the main straight, where Verstappen gained on Norris and then never looked back.
In the middle sector, covering the Lesmos and Ascari, Norris clawed back some time thanks to McLaren’s higher downforce. However, Verstappen – as always perfect in finding the ideal tyre window – lost remarkably little despite running with less wing, and immediately recovered on the straights. He sealed the lap with a track record, building a pole position without a single mistake, perfectly tailored to his driving style and backed by a strategy that prioritised immediate power deployment.
McLaren pays the price of downforce choice but remains a threat for the race
McLaren still locked out the front row with Norris, and placed Oscar Piastri just behind, although both drivers lost almost all of their deficit to Verstappen in the first sector, a direct result of running higher downforce. It was a necessary compromise for the Woking squad to keep the car in its optimal balance window. Even so, the papaya cars showed an extremely competitive level of performance, beaten only by Verstappen at his best in one of Red Bull’s strongest outings of the year. Their speed through the Lesmos, Ascari and Parabolica was remarkable, underlining the strength of the package. The question is how this setup will play out in the race, both in terms of tyre management and in wheel-to-wheel battles where overtaking and defending will be crucial.
Ferrari extreme with low downforce, Charles Leclerc nails first attempt
For Ferrari, qualifying reflected what had been seen throughout the weekend: minimal downforce and an extreme search for straight-line performance, sacrificing heavily in the corners. The reasoning was simple – in equal conditions there was little hope of beating the opposition. Charles Leclerc came close though, missing Oscar Piastri by just 25 thousandths thanks to an exceptional first attempt that he could not repeat. With such a “light” car, Leclerc struggled in fast but sharp corners like the Roggia and Ascari chicanes, losing time on corner exit due to the difficulty of getting back on the throttle quickly. Overall, it did not seem there was much more to extract from the SF-25 in this configuration. Slipstreaming could have made a small difference, and some observers felt it was not necessary to sacrifice Lewis Hamilton’s qualifying. With his grid penalty already confirmed, Ferrari might have used him to help Leclerc. For example, in Q3 the Ferrari drivers went out early, leaving Leclerc behind only Tsunoda and with a large gap. Had Hamilton been released just ahead of him at three or four seconds’ distance, it would not have compromised either driver’s session but could have given Leclerc the small tow he needed to beat Piastri. There was also a noticeable contrast in the post-session comments of Vasseur and Leclerc, once again reflecting the difference in views between the team principal and his drivers, a recurring theme of this difficult season.
Mercedes goes high downforce but struggles with grip
Mercedes opted for a very different technical approach. Unlike Verstappen and Ferrari, the Brackley team ran a much higher downforce setup, closer to McLaren’s philosophy, but without the same ability to extract peak grip from the tyres. The W16’s limitations became clear in the drivers’ feedback. George Russell even requested medium tyres for his final run, indicating a clear preference for greater stability, both in terms of compound behaviour and thermal consistency. Andrea Kimi Antonelli explained afterwards that his final lap was not ideal because the team was experimenting with a different tyre temperature range, clearly aware of their difficulties in getting the rubber into the correct window.
Verstappen favourite, but the race looks wide open
With all these elements, Verstappen naturally starts as the favourite, but the Italian Grand Prix is far from predictable. The key question is whether McLaren’s higher downforce setup will help them manage the tyres more effectively in race conditions – something that is not guaranteed with ground-effect cars. Could this be Norris and Piastri’s weapon, or will their lower top speed leave them exposed to attacks from Charles Leclerc starting just behind them? Verstappen, from pole, will aim to use his skill to manage tyres with a low-downforce setup, perhaps pitting early to avoid the undercut and then defending until the finish. The start itself will also be crucial, with Norris and Piastri side by side and fighting for the championship, while Charles Leclerc and George Russell behind them will try to gain as much as possible on lap one. In short, all the ingredients are there for a fascinating Italian Grand Prix.
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