Circuit de Monaco

History

The idea for a Grand Prix race around the streets of Monaco came from Antony Noghès, the president of the Monegasque motor club, Automobile Club de Monaco, and close friend of the ruling Grimaldi family. The inaugural race was held in 1929 and was won by William Grover-Williams in a Bugatti.

To date, only four local drivers have won a race at the circuit. Louis Chiron did it at the non-championship 1931 Monaco Grand Prix; 82 years later, Stefano Coletti crossed the line in first position at the sprint race of the 2013 Monaco GP2 Series round. The third driver to do so was Stéphane Richelmi at the sprint race of the 2014 Monaco GP2 Series round. The fourth and most recent was Charles Leclerc at the 2024 Monaco Grand Prix. Leclerc was the first Monégasque to win the Monaco Grand Prix as an event of the Formula One World Championship. One year later, Lando Norris clocked the fastest time in Monaco and the first ever lap to be below the 1:10’s there as well, he would go on to win the race afterwards.

Evolution of the circuit

The track has remained substantially unchanged since its creation in 1929: as a city circuit, its conformation is closely linked to that of the principality's road system. The changes were almost entirely connected to redefinitions of the ordinary roads of the town.

In the first editions of the Grand Prix, the start and finish were placed on Boulevard Albert 1er (the innermost straight, which leads to the Sainte Dévote curve). In 1955 the start and finish were moved to the opposite straight, overlooking the promenade (that now houses the pit lane). At the time, neither the Piscine complex nor the "La Rascasse" hairpin existed: after the "Tabac" curve, the route proceeded in the lane that is parallel to today's starting straight: the two sections (separated only by a row of trees) were joined by a single narrow hairpin called the "Gasometer". As can be seen from the period films, in the second half of the 1950s the only existing lane after the Tabac was the one mentioned; in fact, in those years, the lane that we now call "promenade" with the two "Piscine" chicanes was not yet defined, and only in the 1960s images we can notice the progress of the landfilling about that portion of the bay, including the Piscine area which would be completed shortly thereafter.

In 1963 the starting line was moved back to Boulevard Albert 1er (opposite the promenade). The swimming pool and the waterfront lane that 10 years later would become part of the circuit had already been created, but at that point in time no changes were made to the track from the "Tabac" to the "Gasometer".

In 1972 the boxes were moved near the "Chicane" area of the port, so the chicane was relocated closer to the "Tabac" curve. After this, the track continued on the usual straight (parallel to the starting lane) using the "Gasometer" curve for the last time. This solution lasted only a year and, in the following months, the main works were completed in time for the 1973 Grand Prix with the construction of a new section, connecting the "Tabac" curve to "Piscine" (Stade Nautique). This change added 0.133 km (0.083 mi) to the circuit – bringing its total length to 3.278 km (2.037 mi) – adding the new portion along the harbour, which followed the layout of the swimming pool and ended in a new chicane around the "La Rascasse" restaurant and a slight climb to the "Antony Noghès Curve" before rejoining the starting straight. The boxes were reinstalled in the old lane (now free). 1972 was also the last year for the passage through the old tunnel.

Characteristics

The building of the circuit takes six weeks, and the dismantling after the race another three weeks. The race circuit is narrow, with many elevation shifts and tight corners. These features make it perhaps the most demanding track in Formula One racing. Although the course has changed many times during its history, it is still considered the ultimate test of driving skills in Formula One. It contains both the slowest corner in Formula One (the Fairmont Hairpin, taken at just 48 km/h or 30 mph) and one of the quickest (the flat out kink in the tunnel, three turns beyond the hairpin, taken at 260 km/h or 160 mph).

Due to the tight and twisty nature of the circuit, it favours the skill of the drivers over the power of the cars. However, there is very little overtaking as the course is so narrow and dangerous, as demonstrated by the 2021 Monaco Grand Prix having only one overtake in a 78 lap race (when Mick Schumacher overtook his teammate Nikita Mazepin on the opening lap). Nelson Piquet likened racing round the course to "riding a bicycle around your living room". Prior to 1987, the number of cars starting the race was limited to 20, compared to 26 at other circuits. The famous tunnel section (running under the Fairmont Hotel, marked in grey in the circuit diagram above) is said to be difficult for drivers to cope with due to the quick switch from light to dark, then back to light again, at one of the fastest points of the course. As a result, race outcomes tend to be decided by grid positions as well as pit strategies, and the race is extremely hard on gearboxes and brakes.

Several attempts have been made to improve cramped conditions in the pit garages. In 2002, a substantial amount of land was reclaimed from the harbour to slightly change the shape of one section of the circuit; this left more space for new pit garages, which debuted in the 2004 event.

The circuit is generally recognized to be less safe than other circuits used for Formula One. Driver and former winner Michael Schumacher stated before the 2012 Grand Prix that the additional risk is "justifiable once a year". If it were not already an existing Grand Prix, it would not be permitted to be added to the Formula One schedule, for safety reasons.

In January 2009, the circuit was voted top of the "Seven Sporting Wonders of the World" in a poll of 3,500 British sports fans.

A lap of the modern-day circuit

The lap starts with a short sprint up Boulevard Albert Ier, to the tight Sainte-Dévote corner, named after Sainte-Dévote Chapel, a small church just beyond the barriers. This is a nearly 90-degree right-hand bend usually taken in first or second gear. This corner has seen many first lap accidents, although these are less common since the removal of the mini roundabout on the apex of the corner before the 2003 event, making the entrance to the corner wider. The cars then head uphill along Avenue d'Ostende, before changing down for the long left-hander at Massenet. The maximum gradient in this part of the circuit is around 12%.

Out of Massenet, the cars drive past the famous casino, Monte Carlo Casino, before quickly reaching the aptly named Casino Square. This part of the track is 44 m (144 ft) higher than the lowest part. The cars snake down Avenue des Beaux Arts, the next short straight, avoiding an enormous bump on the left of the track, a reminder of the unique nature of the circuit. This leads to the tight Mirabeau corner, which is followed by a short downhill burst to the even tighter Fairmont Hairpin (was known as the Station Hairpin before the hotel was opened on the site in 1973; the hairpin's name changed depending on the name on the hotel). It is a corner which has been used for many overtaking manoeuvres in the past. However, it would be almost physically impossible for two modern F1 cars to go round side by side, as the drivers must use full steering lock to get around. It is so tight that many Formula 1 teams must redesign their steering and suspension specifically to negotiate this corner.

After the hairpin, the cars head downhill again to a double right-hander called Portier, named after the region of Monaco, before heading into the famous tunnel, a unique feature of a Formula One circuit. (Until 2009 only one other circuit, Detroit in 1982–1988, featured a tunnel, but the F1 series now includes racing at the Yas Marina Circuit in Abu Dhabi, which presents a shorter tunnel at the exit of the pit lane.) As well as the change of light making visibility poor, a car can lose 20–30% of its downforce due to the unique aerodynamic properties of the tunnel. The tunnel also presents a unique problem when it rains. As it is virtually indoors, the tunnel usually remains dry while the rest of the track is wet, with only the cars bringing in water from their tyres. Famously before the very wet 1984 race, Formula One boss Bernie Ecclestone had local fire crews wet down the road in the tunnel to give it the same surface grip as the rest of the track. This was done at the request of McLaren driver Niki Lauda.

Mechanical adaptations

Monaco's street circuit places very different demands on the cars in comparison to the majority of the other circuits used during a Championship season. The cars are set up with high downforce; not as is popularly believed to increase cornering speeds, as many of the corners are taken at such a low speed to negate any aerodynamic effect, but instead to shorten braking times and keep the cars stable under acceleration. Many teams use special wing assemblies incorporating extra active planes in addition to those in use for other circuits. The Jordan and Arrows teams tried to use new mid-wings in 2001. The Arrows wing was similar in design to a normal rear wing but smaller and suspended above the nose cone. Jordan had a small wing suspended on a short pole just in front of the driver. Both were designed to improve downforce, but, after testing them during Thursday practice, the FIA banned both.

Brake wear is not a problem during a race in Monaco. Instead, the low speeds mean the issue is keeping the brakes up to working temperature. The only heavy braking points are at the chicane after the tunnel, and to a lesser extent into the Sainte-Dévote and Mirabeau corners. With a lack of temperature, brake bite becomes a problem, as the surface of the carbon brake disc becomes smooth as glass, reducing friction between the pads and the disk, hence lessening braking power. To combat this, in 2006 Juan Pablo Montoya adopted discs with radial grooves that increased the bite rate between disk and pads, increasing the average temperature of the brakes.

Conversely, cooling the cars' engines is a major concern. Formula One cars do not incorporate any form of forced cooling, relying solely on air moving over the car to remove heat from the radiator elements. In the past many teams used to adjust the radiator intakes to allow for extra airflow, creating the once-common "Monaco nose". Before 2014, teams also used closer ratio gears, as there are hardly any long straights in Monaco and acceleration is at a premium (starting from the 2014 season, the same gear ratios must be used throughout the season). A special steering rack with a larger pinion gear is also fitted to allow the cars to be driven around the tightest corners.

In other sports

FIA World Rally Championship

The circuit has been used as a special stage during the WRC Monte Carlo Rally, for instance in 2008 where it was a Super Special Stage duel. It used a shorter layout comparable to what would later become the original Formula E layout, but with some additional obstacles. One car would set off from the home straight, while the other would set off from between the main layout's turns 14 and 15. Each race was 2 laps.

The circuit returned in the 2026 edition. One car would drive at a time, and additional obstacles were placed along the track, with the start-finish marks moved to La Rascasse.

FIA Formula E Championship

On 18 September 2014 it was announced the Formula E would be racing on a shorter 1.760 km (1.094 mi) version of the Monaco Grand Prix circuit, which was subsequently used for the 2014–15, 2016–17 and 2018–19 seasons. This layout omitted the regular section of the track between the climb up the hill at Beau Rivage and the Nouvelle Chicane at the exit of the tunnel, instead turning right immediately after Sainte Dévote to head downhill, before rejoining the regular layout by way of a 180 degree turn at the chicane.

Monaco was not scheduled to be on the calendar for the second season of Formula E because it took the slot on the calendar filled by the Historic Grand Prix at Monaco every other year. The inaugural Paris ePrix took its spot on the calendar for season two, with the Monaco ePrix reinstated for season three. This biennial agreement continued until after Formula E's fifth season.

A new track layout was used for the 2021 Monaco ePrix: the layout is similar to the Formula One layout, with only slight differences at turns 1 (Sainte Dévote) and 11 (Nouvelle Chicane). This new layout has a length of 3.318 km (2.062 mi); the distance of the track being increased due to the increase in car performance and range of Gen2 cars. The 2022 Monaco ePrix saw the race run on the full track layout and has used the regular layout since 2022.

Tour de France

Stage 1 of the 2009 Tour de France was an individual time trial that took place in part on the circuit, with riders starting from the main layout's start point. It would however quickly deviate from the Formula One layout by taking a left turn at Avenue Princesse Alice (right before the main layout's turn 3) before continuing through the southwest wards and into France, before arriving back in Monaco from its northeast and rejoining the Circuit at Portier. The finish line was at turn 15. The stage was won by Fabian Cancellara.

Vuelta a España

Stage 1 of the 2026 Vuelta a España was also held as an individual time trial. It extended past the circuit but stayed within Monaco. The 9.4 km course started out of the casino, followed the Boulevard des Moulins and Boulevard d'Italie and back to the casino. From there it followed the circuit through the Fairmont hairpin to Portier where it left for another detour on Avenue Princesse Grace, returning to the circuit for Portier, the tunnel and harbour section. After Rascasse the stage included a loop through Fontvieille, along Stade Louis II, before joining the circuit for a final time to end on the start-finish straight. Tadej Pogačar won in 10:57 minutes.

The second stage started in Monaco-Ville and followed the circuit throughe the start-finish straight, Sainte-Devote and to the casino, before leaving the circuit and the country.

Events

Current

April: Historic Grand Prix of Monaco

May: Formula E Monaco ePrix

June: Formula One Monaco Grand Prix, FIA Formula 2 Championship, FIA Formula 3 Championship, Porsche Supercup

Former

FIA European Formula 3 Championship (1975)

Formula 3 Euro Series (2005)

Formula Regional European Championship (2021–2022)

Formula Renault 3.5 Series (2005–2015)

Formula Renault Eurocup (2016–2019)

Formula Renault V6 Eurocup (2003–2004)

GP2 Series

Monaco GP2 round (2005–2016)

GP3 Series (2012)

International Formula 3000

Monaco F3000 round (1998–2004)

Jaguar I-Pace eTrophy (2019)

Monaco Grand Prix Formula Three (1964–1997)

Criticism

Since the 21st century, commentators and drivers have criticised the circuit's design, saying that it creates boring races. Criticism has been directed towards how few overtake attempts are performed, the slow speeds at which the cars take the Fairmont Hairpin, as well as how frequently the driver who sets the pole position wins. Fernando Alonso has said that the race is "the most boring race ever", and Lewis Hamilton stated that the 2018 Grand Prix "wasn't really racing." There have been various ideas on how to give racers more opportunity to pass, and one of these is to extend the race track along the east side of Hercules harbor and add a second DRS zone.

Deaths from crashes

1948 – Norman Linnecar

1952 – Luigi Fagioli

1962 – Dennis Taylor

1967 – Lorenzo Bandini

Layout history and lap records

As of June 2026, the layout history and fastest official race lap records at the Circuit de Monaco are listed as:

Weather

The Monaco Grand Prix is run on the final Sunday of May, in a transition between spring and summer. Monaco, in general, has a hot-summer Mediterranean climate (Köppen Csa), although since the track is only used for a brief period in May, when it is being used it has a narrower temperature range than the principality itself has throughout the year. For the Monaco Grand Prix, temperatures are usually around 20 °C (68 °F) in terms of ambient conditions, whereas sun exposure can make the track itself a bit warmer than that. Still, soft tyre compounds often tend to hold up well around Monaco courtesy of surface temperatures being fairly moderate. The maritime moderation make May heatwaves rather unlikely.

Although the Mediterranean precipitation pattern leads to Monaco being quite dry by late May, due to the urban and narrow nature of the circuit, rainfall combined with the painted areas and the long tunnel makes wet racing extremely challenging. This was demonstrated by the 1984, 1996, 1997, 2008, 2016, 2022 and 2023 events. The 1984 event was red-flagged due to track conditions being deemed too dangerous with the race not being restarted. In 1996, the mixed-weather conditions caused carnage, paving way for Olivier Panis' shock win in an unfancied Ligier. The following year, the 1997 race winner Michael Schumacher got the chequered flag after just 62 of the planned 78 laps due to the very slow pace of half a minute slower than dry-weather lap times on the very wet track seeing the clock hit the two hours of maximum time well before the race distance was completed.

The tunnel can be sprinkled under wet conditions to provide for consistent track conditions, although during a full-wet race the tunnel gets drier throughout.