Rear wing aerodynamics at Silverstone: comparing Ferrari, McLaren and Red Bull

British Grand Prix – First Images from Silverstone: Medium-Low Downforce Rear Wing for Ferrari, McLaren Goes for Minimal Load

In the heart of the European summer, the Formula 1 World Championship returns to the birthplace of the sport. Silverstone is not merely a race track—it represents the essence of Formula 1 history. It was on May 13, 1950, that twenty-two drivers lined up on a circuit built from a former Royal Air Force airbase to contest the very first Grand Prix valid for the newly created FIA Formula One World Championship. Now, seventy-five years later, the twenty drivers who make up the current 2025 Formula 1 grid will return to that same asphalt to write a new chapter in this season’s unfolding story.

The Technical Challenge

Despite minor layout changes over the decades, the Silverstone Circuit has remained fundamentally the same in its core design. It has always been a highly demanding proving ground for both Formula 1 cars and drivers alike. Measuring 5.861 kilometers in length, with 18 corners—ten right-handers and eight to the left—the track offers a unique combination of high-speed bends and rapid direction changes. Among the most challenging and iconic sections is the Maggotts–Becketts–Chapel complex, where aerodynamic efficiency, strong downforce, and chassis stability are absolutely critical.

Silverstone is also one of the most heavily used circuits on the calendar throughout the year. It hosts a variety of racing series, ranging from GT cars to motorcycles, ensuring that the surface is well-rubbered in from the very first free practice session of the Grand Prix weekend. Although the track’s asphalt is not particularly abrasive, the high-speed nature of the layout and the long sustained lateral loads demand excellent thermal management of the tyres.

And it is precisely with tyres that we find the first significant change compared to the previous edition of the race: Pirelli has opted for a softer tyre range this year. The chosen compounds are C2, C3, and C4, instead of the harder C1-C2-C3 set used in the 2024 British Grand Prix. The official reasoning behind this decision is to increase the strategic variation, encouraging the teams to consider multiple tactical approaches between qualifying on Saturday and the race on Sunday. The softest compound, the C4, could prove decisive in qualifying or in aggressive race stints, while the C2 hard tyre remains the most conservative option, favored by teams prioritizing tyre life and consistent degradation control.

However, when talking about Silverstone, it is impossible to ignore one crucial factor: the famously unpredictable British weather. Even though the race takes place in the middle of the summer, it is now standard practice to expect a wide range of conditions—from blazing sunshine to torrential downpours, including strong gusts of wind capable of destabilizing the aerodynamic balance of the cars. As witnessed in previous editions, the sky over Silverstone can transform within minutes, upending strategies and reshuffling the performance order on the grid.

The combination of heavy braking zones and high-speed corners means that, once again, finding the right compromise between mechanical grip, aerodynamic load, and cooling efficiency will be essential for overall performance.

With all these elements in mind, attention now turns to the first images from the Silverstone pit lane, revealing how each Formula 1 team is preparing for the unique challenges of this legendary circuit. Between setup choices, aerodynamic upgrades, and specific adjustments to suit the track’s fast-flowing layout, the technical work being carried out is as intense as ever. For this race weekend, ScuderiaFans.com is represented on-site by several FIA-accredited journalists, whose trained eyes and deep understanding of technical details will be instrumental in uncovering insights often invisible at first glance—but critical for interpreting each team’s direction.

Rear Wing Comparison

How Ferrari’s Rear Wing Setup Aims for Balance at High-Speed Silverstone | ScdueriaFans.com

Source: formula1.it

The first images coming in from the Silverstone pit lane confirm pre-weekend expectations: the teams have completed most of the car assembly procedures and are preparing for the usual display car checks. The aerodynamic configurations chosen for this event offer several noteworthy details.

Scuderia Ferrari has opted for a medium-low downforce rear wing. This solution features a relatively slim mainplane but a more loaded DRS flap, designed to strike a balance between aerodynamic efficiency and traction, particularly during Drag Reduction System activation zones. A similar aerodynamic setup has been seen on Mercedes’ car as well.

Red Bull Racing, by contrast, appears to have chosen a much higher downforce configuration for its rear wing, with both the fixed and movable elements set to provide maximum rear-end stability. This more conservative setup, prioritizing grip and cornering confidence in Silverstone’s high-speed sections, has also been adopted by BWT Alpine F1 Team, Visa Cash App RB (Racing Bulls), MoneyGram Haas F1 Team, and Stake F1 Team Kick Sauber. These teams are clearly focusing on maintaining stability through the circuit’s rapid, sweeping corners.

McLaren, on the other hand, has taken a completely different direction. The MCL39 will run with an ultra-low downforce rear wing, indicating a deliberate choice to rely on the car’s floor and underbody aerodynamic efficiency to generate the necessary grip. This setup is intended to maximize top speed on the multiple full-throttle sections of the Silverstone Circuit, where straight-line performance can be decisive.

Williams Racing has also opted for a low-drag setup, although this decision appears to be more of a necessity than a strategic choice. The FW47 still lacks top-tier aerodynamic efficiency, and the reduced rear wing load likely serves to compensate for these limitations rather than to exploit a performance edge.

Ferrari at Silverstone