For a newcomer to the F1 series, the massive number of settings in the game could be quite overwhelming and confusing, especially when you know that the game does not clearly explain what each setup does and how you should adjust them to get the best results. When it comes to F1 25, the car setups are almost similar to those of the previous iterations in the series, though there are also a few new setups available that give players even more control over the car’s performance on the track. Most of these setups will adjust the car’s speed, acceleration, and steering level, but finding the sweet spot without knowing what each setup does is going to be a painful experience.

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Fuel Load

As the name implies, fuel load determines the amount of fuel that the car carries. The fuel tank is big enough to carry all the required fuel for the entire race with no need for refueling, but that is not the ideal choice, because that’s an extra load the car has to carry around, leading to reduced speed when moving in a straight line. However, the extra load makes the car heavier, and adds a little bit to its grip, which makes it easier to turn corners, but still, there are better setups to adjust the grip than carrying an extra load of fuel. While it depends on the length of the race, the ideal amount of fuel load to carry is between 15 Kg to 35 Kg.
Front/Rear Wing Aero

The aerodynamics of the car literally determines how much the air pushes the car towards the ground. Increasing the aerodynamics for either the front or the rear will increase the downforce on the corresponding area. If you maximize Wing Aero for both front and rear, the car will be a lot easier to handle in corners, allowing you to turn comfortably. However, it will significantly reduce the car’s top speed in a straight line. So, in tracks where there are long straight lines with few sharp corners, you probably want to reduce Wing Aero as much as possible to sacrifice corner grip for higher top speed, as the latter will be more important. But what if you set different amounts for front and rear wing aero? Wing Aero should either be equal for both sides, or the front should be bigger than the rear. Increasing the gap between front and rear will help with the top speed again, but it will also make the car oversteer easily. So, players need to be very careful with how much they rotate the steer. If the weather is rainy or the track is wet, you will want to remove the gap between front and rear, as a wet track already makes the car oversteer pretty quickly. There are no ideal numbers for Wing Aero. It completely depends on the track and the weather conditions.
Differential Adjustment

When the car is turning, the tire that is closer to the corner rotates at a slower rate than the opposite tire. This is the reason why cars can turn corners without rolling over. So, if both tires rotate at the same speed, the car either rolls over or it cannot turn effectively. And that’s what Differential Adjustment changes. The Throttle-On version refers to when the driver is pushing the throttle pedal. If you increase the amount towards the locked, it will make both tires rotate at a rate close to each other. This will make it harder to turn corners while throttling, but on the other hand, the car will accelerate faster after turning the corner, allowing the driver to reach higher speeds faster. Since players usually don’t throttle at corners, increasing the Throttle-On version doesn’t seem like a bad idea. The Throttle-Off version should be as low as possible. This will help a lot with turning corners comfortably when you are not pushing the throttle pedal. Increasing this parameter is not necessary, as speed is not really required when turning a corner. Something between 10% and 30% is ideal.
Front/Rear Camber

F1 cars have their front and rear wheels tilted, in a way that the top of the tire is more towards the car and the bottom towards the outside. This allows the car to get more grip while turning corners. Maximizing the camber angle will increase the contact area of the tire with the track, but it also causes faster tire wear. It’s best to keep both camber values closer to the minimum, as tire wear is a serious punishment.
Front Toe-Out And Rear Toe-In

If you look at an F1 car from the top view, you will realize that the edges of the front and rear tires are not pointing straight ahead. The front tires mildly point outward, while the rear tires point inward. You cannot change this setup entirely, but you get to choose the angle of outward (Toe-Out) or inward (Toe-In). More Toe-Out will allow the car to turn sharp corners easily, but it will mess with the stability, forcing a quicker oversteer. On the other hand, Toe-In adds to the stability of the car and reduces the corner responsiveness. Toe-In and Toe-Out values are conditional. Players will need to take the track into account before adjusting them. Also, the type of tire used is important. If you are using soft tires, it’s best to focus on stability.
Front/Rear Suspension

The suspension system is almost self-explanatory, but what matters is whether you should adjust it to be softer or stiffer. A softer suspension will give the car more freedom in lowering or raising its noise during sudden changes of speed. This is not good for the car’s aerodynamics and negatively affects the acceleration and speed of the car. On the other hand, if you make the suspension as firm as it gets, the car is more likely to lose control over bumps at high speeds. Moreover, stiffer suspension will increase the tire wear rate.

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Speaking of the difference between front and rear suspension, a stiffer rear suspension will make the car speedier but unable to turn corners effectively at lower speeds, while a softer rear suspension improves corner grip but increases oversteering possibility. Front suspension doesn’t change speed that much, but it affects the steering. If you feel the car doesn’t turn enough at lower speeds, just soften the suspension.
Front/Rear Anti-Roll Bar

The body of every car rolls towards the outside of the corner when turning. This is also true for F1 cars, but the driver can adjust it to their liking. Increasing the value of the Anti-Roll Bar will prevent the car from rolling while turning. When the car leans while turning, it has bad aerodynamic effects, but it also helps the car be more comfortable at lower speeds. When there are sharp corners that you have to lower your speed significantly, a lower Anti-Roll Bar will be helpful. However, in tracks where there is a zig-zag path with corners changing directions rapidly, lower Anti-Bar Roll can force the car to oversteer, especially if the Anti-Roll for the rear axle is low. So, as long as the corners are not sharp, a higher Anti-Roll Bar is recommended.
Front/Rear Ride Height

Ride Height indicates the distance between the car’s bottom and the asphalt. This setup adjusts the airflow that passes beneath the car. The more you compress the area, the higher speeds you will reach while driving, and turning corners will be more comfortable, however, it does come with risks. A lower ride height will increase the chances of the car hitting the track bumpers, hence making it easier to bottom out and lose control of the car. That’s why totally minimizing ride height is not worth it, but it’s still recommended to keep it below half.
Front Brake Bias And Brake Pressure

An F1 car does have brakes on all wheels, and the driver can decide how much of the braking is done with the front wheels. Assigning equal braking to both axles will increase the possibility of oversteering, while pushing more of the braking to the front axle will cause the car to understeer. If you want to steer while braking, it’s best to have the brake bias closer to 50%. In U-turns or very sharp corners, this will be a more beneficial setup. However, if the corners are not that sharp and you don’t have to brake and steer at the same time, then more front-focused brake bias is good. Something around 60% will be fine. Brake Pressure simply indicates the braking power of the vehicle. Increasing it to the maximum value seems like a logical decision, but it will have severe consequences. When brakes are too powerful, the front wheels can lock up while braking. This will prevent the wheels from rotating, hence making it impossible to turn corners and forcing heavy understeering.
Tire Pressure

The amount of air inside each tire represents tire pressure. Keeping the pressure high will reduce the contact area of the tire with the asphalt. Instead, it will help the tires remain cool for a longer period and prevent them from overheating quickly. It’s usually best to keep the tire pressure value above half, as higher temperatures lead to a faster wear rate.

F1 25

Released

May 30, 2025

ESRB

E For Everyone: Mild Language, Use of Alcohol

Multiplayer

Online Multiplayer