With straight mode disabled at Monaco, teams seized the chance to repurpose the rear‑wing actuator box. The space, once dedicated to DRS, now hosts clusters of tiny winglets that add bulk downforce without harming drag, a strategy that suits the tight, low‑speed corners of the street circuit and compliance maximising output.

Mercedes, the most daring, arranged its winglets like a vertical cascade of aerofoils atop a single pylon, each topped with a Gurney flap. Red Bull trimmed its actuator housing into a dual‑winglet module, while Audi and Cadillac mirrored a tab‑style design that pulls on the upper rear plane, boosting suction through the diffuser for maximum.

At Monaco, low cornering speeds blunt the drag penalty that normally curbs aggressive downforce. Teams therefore fit the largest feasible winglets, trading efficiency for grip. The added upwash from the rear wing pushes more air under the car, tightening the low‑pressure field and pulling the vehicle closer to the track for better traction and stability.

By occupying the actuator box, cars gain extra lift‑inducing surface without breaching FIA limits. The move underscores how Monaco’s unique layout forces teams to rethink standard components. The new winglet configurations will remain until straight mode returns, but the data gathered here could reshape aero strategies for street circuits across the 2025 season.