F1 25 (F1 25) setups

Cold pressure for the front-left corner, PSI confirmed by the official struct (m_frontLeftTyrePressure). Community-recommended range: 22.5-29.5 PSI. F1 25 models all 4 corners separately, unlike most sims in this catalogue.

If you increase ↑

Sharper response but the tyre centre runs hotter.

If you decrease ↓

More contact patch and mechanical grip, but sidewall temperatures rise.

Cold pressure for the front-right corner (m_frontRightTyrePressure). Same source and range as the left; adjusted separately because on circuits with predominantly one-direction corners (e.g. Baku, Singapore) the corners load differently.

If you increase ↑

Sharper response but the tyre centre runs hotter.

If you decrease ↓

More contact patch and mechanical grip, but sidewall temperatures rise.

Cold pressure for the rear-left corner (m_rearLeftTyrePressure). Community-recommended range: 20.5-26.5 PSI, lower than the front.

If you increase ↑

Twitchier rear with less grip; can step out on power.

If you decrease ↓

More traction and rear stability, until pressure drops so low it overheats.

Cold pressure for the rear-right corner (m_rearRightTyrePressure). Same source and range as the left.

If you increase ↑

Twitchier rear with less grip; can step out on power.

If you decrease ↓

More traction and rear stability, until pressure drops so low it overheats.

Front wheel lean seen from the front, range -3.50° to -2.50° (source: community guide; degrees unit inferred by convention, not confirmed by an explicit label in EA's official PDF — medium confidence). Published F1 25 example: -3.50°.

If you increase ↑

Toward -2.50° (less negative): more straight-line grip and less wear/heat, with less lateral cornering grip.

If you decrease ↓

Toward -3.50° (more negative): more lateral cornering grip, at the cost of more heat and inner-edge wear.

Rear axle camber, range -2.20° to -0.70° (source: community guide; same medium-confidence unit note as the front). Published F1 25 example: -2.00°.

If you increase ↑

Toward -0.70° (less negative): more straight-line traction, with the rear slightly less planted in corners.

If you decrease ↓

Toward -2.20° (more negative): the rear stays more planted when loaded, costing a touch of pure traction.

Where the front wheels point seen from above, range 0.00° to 0.50° (source: community guide; only toe-in is modelled, F1 25 doesn't expose negative toe-out in the documented range). Published F1 25 example: 0.00° toe-out at the low end of the range.

If you increase ↑

More toe-in gives more straight-line and braking stability, with a slightly lazier corner entry.

If you decrease ↓

Less toe-in sharpens corner entry, with slightly less straight-line stability.

Rear axle toe, same 0.00° to 0.50° range as the front. Published F1 25 example: 0.10° toe-in.

If you increase ↑

More toe-in stabilises the rear on straights and under braking, costing a touch of top speed.

If you decrease ↓

Less toe-in frees the rear and sharpens rotation, with less straight-line stability.

Front spring stiffness on a 'Soft 1 – Firm 41' scale (source: community guide; no physical unit documented by EA). Stiffer = sharper response, softer = more mechanical grip over uneven surfaces.

If you increase ↑

Stiffer: sharper response and less body movement, with less grip over bumps.

If you decrease ↓

Softer: more mechanical grip and better over uneven surfaces, with more body movement.

Rear spring stiffness, same scale as the front. The community usually runs the rear a touch softer than the front to favour exit traction.

If you increase ↑

Stiffer rear: more rotation and response, with less traction over uneven surfaces.

If you decrease ↓

Softer rear: more traction and mechanical grip, with more body movement.

Front axle roll resistance, 'Soft 1 – Firm 21' scale (source: community guide). Stiffer transfers more load to that axle's outside tyre.

If you increase ↑

Stiffer front: a more responsive axle, with less relative front grip.

If you decrease ↓

Softer front: more front mechanical grip, less responsive.

Rear axle roll resistance, same 1-21 scale as the front. Along with the front it sets the car's stiffness balance.

If you increase ↑

Stiffer rear: a more responsive rear axle, with less relative rear grip.

If you decrease ↓

Softer rear: more rear mechanical grip, less responsive.

Front floor-to-ground distance, abstract 10-40 scale (source: community guide; NOT confirmed to be real millimetres — the research behind this PR flagged this as an explicit blocker, with no real game install available to read the UI label). A published F1 25 example uses a front height of 20 with a rear of 45 as a baseline.

If you increase ↑

Raising gives more travel and less bottoming risk, costing some aero load.

If you decrease ↓

Lowering increases ground-effect aero load and lowers the centre of gravity, risking grounding out.

Rear ride height, abstract 40-100 scale (a genuinely different range from the front, confirmed by the same community guide). Along with the front it sets the floor's 'rake', key to a modern F1 car's ground effect. NOT confirmed to be real millimetres (same blocker as front height).

If you increase ↑

Raising the rear can cut ground-effect aero load if pushed past the optimal point.

If you decrease ↓

Lowering the rear improves ground effect but lowers the rear roll centre, risking grounding out under heavy braking.

Front wing angle on an abstract 0-50 scale (no physical unit documented by EA; confirmed as a 0-50 scale by community guides, not the official PDF). Higher = more front aero load, more cornering grip at the cost of top speed and more drag.

If you increase ↑

More front load and cornering grip, with more drag and less top speed on straights.

If you decrease ↓

Less drag and more top speed, with less front cornering grip.

Rear wing angle on the same abstract 0-50 scale as the front. Together with the front wing it sets the car's aero balance (source: community guides, scale not confirmed by EA).

If you increase ↑

More rear load and stability in fast corners, with more drag.

If you decrease ↓

More straight-line top speed, with a twitchier rear in fast corners.

Multiplier for total braking power, 80-100% range (source: community guide; the F1 community almost always runs 100%, except drivers without ABS assist who lower it a touch for finer modulation).

If you increase ↑

More pressure: shorter, harder braking, with more lock-up risk if the rest of the setup doesn't match.

If you decrease ↓

Less pressure reduces lock-up (useful without ABS assist) but costs total braking power.

Percentage of braking sent to the front axle, 50-70% range (source: community guide). The F1 25 community typically runs 54-58% in heavy braking zones and a bit less (52-53%) in fast, light-braking corners.

If you increase ↑

More forward helps if the rear gets unstable or the rears lock under braking/corner entry.

If you decrease ↓

More rearward helps if the fronts lock during braking and corner entry, and makes it easier to turn under brakes.

How much the differential locks under acceleration, 10% (unlocked) to 100% (locked) range (source: community guide). Typical published F1 25 values: 55-75% depending on track and preference.

If you increase ↑

More lock: a more stable rear on power, with more exit understeer and a snappier car.

If you decrease ↓

Less lock: the car rotates more and the inside wheel spins sooner, with less pure exit traction.

How much the differential locks on lift-off, same 10-100% range as on-throttle. Typical published values: 30-60% depending on track.

If you increase ↑

More lift-off lock: a more stable rear on throttle lift at corner entry.

If you decrease ↓

Less lift-off lock: the car turns in more easily on lift, especially in tight corners.