The unique layout of the Monaco Grand Prix requires Formula 1 teams to develop specialized front suspension setups each year to manage the extreme steering angles needed for the tightest corners on the calendar. While the main suspension components remain mostly the same, the aerodynamic covers on the track rods and wishbones are redesigned to ensure the wheels can turn freely at maximum lock.

Brake duct designs also get adjusted for this race. These ducts, typically positioned near the outer ends of the wishbones, must be shaped in a way that they don’t interfere with the wheel’s range of motion.

Given that Monaco has the slowest average speeds of any track on the F1 calendar, cars encounter significantly lower airflow. As a result, brake cooling systems require larger openings to allow sufficient air through to cool the brakes effectively.

The reduced airspeed also influences aerodynamic choices. To maximize grip, teams install their highest-downforce wings, as aerodynamic efficiency (the balance between downforce and drag) isn’t a concern here—drag is a lesser issue due to the track’s low speeds.

McLaren is planning to test various rear wing configurations this weekend. The team has registered two beam wing options and a medium-to-high downforce main rear wing, aiming to find the best-performing combination.

Aston Martin, meanwhile, has refined its front wing by introducing a new upper flap element. This gives the team more tuning flexibility; if they feel the AMR25 lacks front-end grip, they can opt for this high-downforce flap to improve responsiveness.

Since most 2025 car designs are incremental updates, some teams have chosen to bring back their Monaco-specific rear wings from the previous season. Ferrari and Williams have confirmed they might reuse their 2024 high-downforce packages, though it’s possible other teams are doing the same without officially disclosing it.

These upgrades are tailored for Monaco’s distinct demands. The modified suspension fairings, for instance, won’t be seen again this year, while the high-downforce rear wings could return at similar tracks like Hungary or Singapore. However, because those circuits have higher average speeds, teams will be able to rely more on the car’s underfloor aerodynamic performance.