Driver Dojo › F1 25 setup guide

F1 25 setup guide: every setting explained

The F1 25 car setup screen has 20 values you can change, in six groups: Aerodynamics, Transmission, Suspension Geometry, Suspension, Brakes and Tyres. This guide explains each one: what it does, what raising or lowering it changes, and what you give up in return. It also covers the 2026 Season Pack ("F1 26"), which uses the same setup screen.

On this page

How to read this guide
Aerodynamics: front wing, rear wing
Transmission: on-throttle and off-throttle differential
Suspension Geometry: camber, toe
Suspension: springs, anti-roll bars, ride height
Brakes: brake pressure, brake bias
Tyres: tyre pressures
F1 26 (2026 Season Pack) differences
How to choose a starting setup
How to find what your car needs
FAQ

How to read this guide

Every direction below is the one Driver Dojo's recommendation engine uses when it turns your telemetry into setup changes. Where the engine treats a setting as fixed or the evidence is thin, the guide says so.

Range is the span the app works within. The in-game slider may reach slightly further on front wing, toe, rear camber, ride height and anti-roll bars.
Baseline spread is the low / median / high value across Driver Dojo's reference setups for 24 F1 25 tracks (three goals each). It shows where setups sit, not a target.
Understeer: the front won't turn as much as you steer. Oversteer: the rear slides and the car turns more than you asked.

Aerodynamics

Wings make downforce, which presses the tyres into the track and adds grip in corners. The cost is drag, which lowers your top speed. The balance between front and rear wing decides which end of the car grips harder.

Front Wing

Range 1–50 · one click = 1 · baseline spread 1 / 31 / 50

Raise it: More front grip and sharper turn-in, most of all in fast corners. It is the most direct cure for understeer, and front tyres that stop scrubbing wide also slide less.
Lower it: Less drag, with the balance moving toward understeer.
Trade-off: Front bite against straight-line speed. The gap to the rear wing sets the balance.

Rear Wing

Range 0–50 · one click = 1 · baseline spread 3 / 24.5 / 50

Raise it: More rear grip: rear downforce dominates fast-corner stability, helps traction on faster exits and steadies high-speed braking. A planted rear also slides less, which is easier on the rear tyres.
Lower it: The rear wing is the biggest drag lever on the car, so this is where top speed comes from. The slider goes down to 0.
Trade-off: Straight-line speed against rear stability.

Transmission

The differential decides how freely the two rear wheels can turn at different speeds. In F1 25 both sliders are a lock percentage. A higher value is more locked and a lower value is more open. The game's own description of the differential says: "Advantages of a more open setup are less tyre wear."

On-Throttle Diff

Range 10–100% · one click = 5% · baseline spread 10 / 85 / 100%

Raise it (more locked): Both rear wheels are driven together, so the inside rear can't spin up on its own. It is the main fix for wheelspin and snap oversteer out of slow and medium corners.
Lower it (more open): The car turns more freely under power, which helps if it pushes wide on exit, and the rear tyres wear less.
Trade-off: Exit traction against exit understeer and rear tyre wear. It changes between goals at 23 of Driver Dojo's 24 track baselines, more than any other value. At Bahrain, for example, the Pace setup runs 70%, Balanced 65% and Tyre life 55%.

Off-Throttle Diff

Range 10–100% · one click = 5% · baseline spread 20 / 47.5 / 60%

Raise it (more locked): A steadier car when you lift and turn in, with more understeer on entry.
Lower it (more open): The rear rotates more freely as you lift off into the corner, which frees the front and helps slow-corner entry. Too open and the rear gets nervous on entry.
Trade-off: Entry stability against entry rotation. If the car won't turn into slow corners, this and the front wing are the first places to look.

Engine braking is not on the F1 25 setup screen. F1 24 had an engine braking slider in this group. F1 25 still sends the value in its telemetry but removed the slider.

Suspension Geometry

Camber is how far the top of each tyre leans in. Toe is how far the tyres point in or out when seen from above. Both change how the tyre meets the road and how it heats up.

Front Camber

Range −3.50° to −2.50° · one click = 0.1° · every baseline: −3.50°

More negative: More cornering grip, slightly less grip in a straight line under braking.
Less negative: A bigger contact patch under braking, so slightly less front lock-up, at the cost of cornering grip.
Trade-off: Cornering against braking. The game warns that "excessive amounts of camber can have a negative effect on tyre wear."

Rear Camber

Range −2.00° to −1.00° · one click = 0.1° · every baseline: −2.00°

More negative: More rotation in corners, less traction on exit.
Less negative: Better traction and a fuller contact patch through long, fast corners.
Trade-off: Rotation against traction.

Driver Dojo does not recommend camber changes. Its 24 baselines all run the most negative camber at both ends, and nearly every quick driver does the same, so the app leaves camber where it is.

Front Toe

Range 0.00°–0.20° (toe-out) · one click = 0.01° · baseline spread 0.00 / 0.00 / 0.02°

Raise it (more toe-out): Sharper turn-in, with a little more drag and tyre scrub.
Lower it: Less drag and less scrub.
Trade-off: Turn-in response against straight-line speed. For turn-in, the engine uses it only once the anti-roll bars are out of room.

Rear Toe

Range 0.10°–0.25° (toe-in) · one click = 0.01° · every baseline: 0.10°

Raise it (more toe-in): A steadier rear, with more drag and more rear tyre scrub.
Lower it: Less drag and less scrub. Whether that measurably reduces rear wear in F1 25 is not proven; the game's own setup text does not link toe to wear.
Trade-off: Rear stability against speed and rear wear.

Suspension

Springs control how much the car moves over bumps, kerbs and under braking. Anti-roll bars control how much it leans in corners. Ride height sets how close the floor runs to the track. The game's own text calls stiff springs "harsh on tyres" and says stiff anti-roll bars put the tyres "under excessive loads".

Front Suspension

Range 1–41 · one click = 1 · baseline spread 2 / 40 / 41

Stiffer: Quicker response and a steadier platform for the aero, but rougher over bumps and kerbs.
Softer: The front tyres load up better as you turn in, which reduces understeer, especially in slow corners. It also soaks up kerbs instead of passing the hit through the car.
Trade-off: Response against mechanical grip and kerb compliance.

Rear Suspension

Range 1–41 · one click = 1 · baseline spread 1 / 11.5 / 21

Stiffer: More rotation and less squat under braking, so a more predictable platform into the brake zone. The cost is traction.
Softer: The rear wheels follow the surface better. This is a primary lever for traction out of slow corners, and it calms the rear over kerbs.
Trade-off: Rotation and braking stability against exit traction.

Front Anti-Roll Bar

Range 1–21 · one click = 1 · baseline spread 1 / 9 / 20

Stiffer: Sharper reactions to steering, but less mechanical front grip, so more understeer. Stiffening the front bar also moves grip rearward, which settles a loose rear.
Softer: More front mechanical grip in slow and medium corners. It spreads load across both front tyres, which eases understeer scrub.
Trade-off: Responsiveness against front grip.

Rear Anti-Roll Bar

Range 1–21 · one click = 1 · baseline spread 7 / 15 / 21

Stiffer: More rotation in slow and medium corners and less tail movement under heavy braking, with a risk of snap oversteer.
Softer: More rear mechanical grip, which calms exit oversteer. It spreads load across both rear tyres, which eases rear scrub.
Trade-off: Rotation against rear grip. The two bars work as a pair: softening one end and stiffening the other both move the balance the same way.

Front Ride Height

Range 15–35 · one click = 1 · baseline spread 20 / 21 / 25

Lower it: More front aero load in fast corners and less drag. If it goes too low, the floor touches the track on the straights.
Raise it: Clears kerbs and bumps, and cuts nose-dive under heavy braking, which makes the brake zone feel steadier.
Trade-off: Aero performance against clearance and braking stability.

Rear Ride Height

Range 40–60 · one click = 1 · baseline spread 40 / 45 / 55

What it does: Rear height compared with the front sets the car's rake, which shifts the aero balance, not just the total downforce.
Lower it: Less drag for top speed, but the rake and balance change too.
Raise it: More kerb clearance. Driver Dojo also uses it as a fix for a rear that is unstable in fast corners.
Trade-off: Speed against stability and clearance. Change it one click at a time.

Brakes

Brake Pressure

Range 80–100% · one click = 1% · baseline spread 94 / 100 / 100%

Raise it: Harder stopping for the same pedal input, and more chance of locking a wheel.
Lower it: Less chance of locking up and more pedal travel before the limit.
Trade-off: Stopping power against lock-up margin. Driver Dojo no longer recommends lowering brake pressure. That advice did not hold up when the app tested it, so it fixes lock-ups with brake bias instead.

Brake Bias

Range 50–70% front · one click = 1% · baseline spread 50 / 54 / 58%

Raise it (forward): A steadier car on entry, more risk of locking the fronts. Moving it forward is the standard fix for rear lock-ups.
Lower it (rearward): Less braking load on the fronts, more risk of locking the rears. Moving it rearward is the standard fix for front lock-ups.
Trade-off: Entry stability against rotation. You can also change brake bias and the differential from the in-car menu while driving.

Tyres

Tyre Pressures (front left, front right, rear left, rear right)

Front 22.5–29.5 psi · rear 20.5–26.5 psi · one click = 0.1 psi · baseline spread front 22.5 / 28.5 / 29.5, rear 20.5 / 22.5 / 26.5

The F1 25 quirk: In F1 25, F1 24 and the 2026 Season Pack, pressure works the opposite way to real-world racing and to older F1 game guides. Higher pressure runs the tyre cooler and gives more grip. Lower pressure overheats it and cuts grip. The game itself says "lower tyre pressure also contributes to higher tyre temperatures."
Raise it: Cooler tyres and more grip at that corner of the car. Raising the fronts adds front bite against understeer, and raising the rears adds traction.
Lower it: Hotter tyres and less grip.
Trade-off: Grip and temperature against wear. Treat a pressure change made for tyre life as an experiment and check the wear afterwards. Each tyre is set on its own, so you can also even out a car that runs one side hotter.

F1 26 (2026 Season Pack) differences

"F1 26" here means EA SPORTS F1 25: 2026 Season Pack, the expansion for F1 25, not a separate game. Its setup screen has the same sliders. Active aero is a driving mode, not a setup value. What changes is the best values: the 2026 cars behave differently, so Driver Dojo keeps separate 2026 baselines. The track pages below show F1 25 values.

How to choose a starting setup

Don't start from zero. Pick the reference setup for your track, then let your own laps decide what to change. Each Driver Dojo track page lists a complete baseline in three versions:

Pace: the lowest one-lap time, accepting more tyre wear.
Balanced: a compromise between pace and tyre wear.
Tyre life: protects the tyres for longer stints.

Popular starting points: Melbourne setup, Bahrain setup, Suzuka setup and Silverstone setup. You can also browse all 24 track setups.

From there, change one thing at a time and drive a few laps before the next change. If you move three sliders at once, you can't tell which one helped.

How to find what your car needs

A baseline is the same for everyone. What your car needs depends on where you lose time. Driver Dojo reads the game's own telemetry while you drive (tyre temperatures, wear, wheelspin, lock-ups, corner speeds), asks how the car felt, and returns exact setup changes: the value to set, not just a direction.

If you already know the symptom, start with the matching guide: F1 25 understeer fixes by corner type or F1 25 tyre wear too high.

FAQ

What is the best F1 25 setup?

There is no single best setup. The right values depend on the track, on whether you want pace or tyre life, and on how you drive. Start from a track baseline, then adjust it based on where your own laps lose time.

How does the differential work in F1 25?

Both differential sliders are a lock percentage: higher is more locked, lower is more open. A more locked on-throttle diff gives more traction out of corners but more understeer on power and more rear tyre wear. A more open off-throttle diff lets the car rotate more as you lift into a corner.

Is higher or lower tyre pressure better in F1 25?

For grip, higher. In F1 25, F1 24 and the 2026 Season Pack, higher pressure runs the tyre cooler and gives more grip, the opposite of real-world racing. The effect on wear is less settled, so test any pressure change made for tyre life.

Is there an engine braking setting in F1 25?

No. F1 24 had an engine braking slider in the transmission group. F1 25 removed it from the setup screen, although the game still sends the value in its telemetry.

Does the F1 26 Season Pack change the setup screen?

No. The 2026 Season Pack for F1 25 has the same setup sliders, and active aero is not a setup value. The best values are different on the 2026 cars, so don't assume an F1 25 setup carries over.

What does brake bias do?

It sets how much of the braking force goes to the front wheels. Move it rearward to stop front lock-ups. Move it forward to stop rear lock-ups and steady the car on entry.

How do I fix understeer with setup in F1 25?

The main levers are more front wing, a more open off-throttle diff, a softer front anti-roll bar and softer front suspension. Which one works best depends on whether the understeer is in slow, medium or fast corners.

Should I change camber in F1 25?

Usually not. Driver Dojo's baselines run the most negative camber at both ends, as nearly every quick driver does, and the app does not recommend camber changes.