2026 F1 Bahrain Grand Prix 134
Follow Ferrari at the relocated 2026 Bahrain Grand Prix, exceptionally being held at the Sepang International Circuit in Malaysia. This archive covers practice, qualifying and the race, alongside strategy, tyre performance, technical analysis and every major development involving Lewis Hamilton, Charles Leclerc and Ferrari. For full event history, circuit context, records and Ferrari’s past Bahrain Grand Prix performances, visit our Bahrain Grand Prix circuit guide.
Charles Leclerc warns Ferrari over Sepang track evolution and high tyre degradation
Charles Leclerc ended Friday at Sepang with the fastest time in Bahrain Grand Prix FP2, but the Ferrari driver warned that the changing track surface and persistently high tyre degradation could become decisive factors for the rest of the weekend. With grip levels exceptionally low on the opening day, Ferrari now faces the challenge of anticipating how conditions will evolve before qualifying and the race.
Despite setting the benchmark in the second practice session, Friday remained difficult to interpret for Ferrari. Sepang had been absent from the Formula 1 calendar since 2017, and the Malaysian circuit returned in extremely dirty condition, with a layer of dust covering the asphalt and dramatically reducing grip.
Charles Leclerc says previous Sepang experience offered little advantage
The difficult surface made FP1 complicated for the entire field, although a handful of drivers theoretically had a small advantage through previous experience of the circuit.
Charles Leclerc was among them. The Monegasque had previously driven at Sepang back in 2016 during his GP3 career, but he admitted that those memories offered very little help on his return.
“Honestly, I had to completely relearn the circuit. I didn’t remember it that well when I came here. I had done an FP1, and then you have to go all the way back to 2016, when I raced here for a weekend in GP3,” Charles Leclerc admitted.
Even so, the Ferrari driver enjoyed returning to one of Formula 1’s most demanding venues.
“But it’s a nice circuit, I enjoyed it. However, today the conditions were really, really, really bad. And so there was very little grip.”
The wider Friday picture also reinforces why the opening sessions need to be interpreted carefully. Sepang’s abrasive surface, evolving grip and tyre behaviour make the weekend especially sensitive to setup decisions, while our analysis of how Pirelli’s Sepang compounds could suit Ferrari’s SF-26 provides additional context on the tyre challenge facing the team.
Ferrari must anticipate how Sepang will evolve
The unusually low grip experienced on Friday prompted Charles Leclerc to identify one of Ferrari’s most important tasks before Saturday. The team will need to predict how much the track will improve and then adjust the SF-26 accordingly, rather than simply reacting to the conditions seen during the opening day.
“With such low grip, we’ll have to be good at anticipating what tomorrow will be like, when the track will be in better condition. It will be very important for us to get that right tomorrow.”
That challenge could prove crucial because the balance required on a dirty, low-grip circuit may not be the same one Ferrari needs once the racing line becomes cleaner and more rubber is laid down. The Scuderia therefore has to prepare the car for conditions that could be significantly different by the time qualifying begins.
Further updates on the Monegasque driver’s weekend can be followed through the Charles Leclerc Ferrari news and results section.
Charles Leclerc focuses heavily on race simulations in FP2
In the second practice session, Charles Leclerc devoted a substantial part of his programme to race simulations. After setting the fastest lap of the day in 1:37.528, he completed extensive running on used Soft and Medium tyres to understand how the compounds behaved over longer stints.
The Ferrari driver began his race simulation with a lap in the 1:43.0 range before his times generally settled between the high 1:44s and low 1:45s. The rhythm itself was encouraging, but tyre degradation was extremely high.
That degradation is expected to become one of the defining factors of the race, especially because Charles Leclerc does not anticipate a dramatic improvement as the weekend progresses. The developing practice data can also be compared through the ScuderiaFans F1 Practice & Long-Run Analysis.
High tyre degradation remains Ferrari’s major race concern
While Charles Leclerc expects the grip level itself to improve as the track cleans up, he believes tyre degradation will remain a much more persistent problem.
“Well, the high degradation will be an important factor for the race, because the tyres don’t last very long and I don’t expect the situation to improve significantly over the course of the weekend. The grip itself will probably improve. But it will still be a complicated weekend, especially in terms of degradation.”
That distinction is particularly important for Ferrari. More grip should allow the drivers to push with greater confidence and could change the competitive picture over a single lap, but that does not necessarily mean the tyres will become substantially easier to manage over a full race stint.
For that reason, Ferrari’s work will involve more than simply finding additional qualifying performance. Understanding the balance between outright pace and tyre preservation will be central to preparing the SF-26 for Sunday.
Charles Leclerc hopes Ferrari’s race strength remains
Despite his caution over degradation, Charles Leclerc finished Friday with some optimism about Ferrari’s longer-run potential.
“Usually we have a good race car, so I hope that’s the case this weekend too,” Charles Leclerc concluded.
The fastest FP2 time therefore gives Ferrari an encouraging headline result, but the team’s real test will come from interpreting a circuit that is changing rapidly from session to session. The ability to anticipate those conditions, manage tyre degradation and preserve the SF-26’s race pace could ultimately matter more than Friday’s position at the top of the timesheets.
The remaining sessions and timings for the weekend can be followed through the 2026 Bahrain Grand Prix at Sepang schedule and circuit guide.
Mercedes brings Ferrari-inspired floor in major W17 upgrade package at Sepang
Mercedes has finally made its move in the 2026 Formula 1 development race, introducing an extensive W17 upgrade package at Sepang more than four months after its previous major update at the Canadian Grand Prix. The package includes changes to the floor, bodywork, diffuser and rear-end aerodynamics, with some of the new solutions taking inspiration from concepts already seen on Ferrari’s SF-26.
The Ferrari influence is particularly visible in the floor design. The Maranello team had already introduced concepts that later appeared on McLaren’s Budapest upgrade package, and Mercedes has now adopted a similar direction as part of a broader attempt to unlock more performance from the W17.
Mercedes W17 gets a Ferrari-inspired double-entry floor
The most important change on the Mercedes in Malaysia is relatively discreet visually but significant aerodynamically. The technical department led by James Allison has revised the floor inlet section, where a new horizontal element now connects the flow conditioners.
Ferrari first introduced a similar geometry during pre-season testing in Bahrain before continuing to develop the concept during the season. McLaren subsequently adopted a related solution with its upgrades in Hungary, and Mercedes has now moved in the same direction.
The horizontal element is designed to direct airflow downwards and outwards. In doing so, it also helps move turbulence generated by the front wheels away from the floor, improving the quality of the airflow reaching the underbody and contributing to overall aerodynamic load.
The idea offers another example of how technical concepts can spread across the grid once rival teams identify a potentially useful solution. Comparisons between Ferrari and its competitors can also be explored through the ScuderiaFans Ferrari vs F1 Rivals statistics.
Mercedes also changes the floor edges and flow-conditioning devices
The work on the W17 floor extends beyond the new inlet geometry. Mercedes has also revised the cascade of horizontal elements positioned alongside the entrance section and added a pair of vertical bargeboard-style elements.
The new shapes are intended to reduce airflow separation from the surfaces in the most critical conditions. That should broaden the operating window of the aerodynamic package and, in turn, give the driver greater confidence when the car moves through different ride-height, yaw and steering conditions.
A different floor-edge design is also visible in the same area. That change influences the way airflow is extracted from underneath the car, linking the front section of the floor with the aerodynamic behaviour further downstream.
The changes underline how Mercedes has approached the Sepang package as an integrated development rather than a collection of isolated parts. More Formula 1 technical developments involving Ferrari concepts and rival solutions can be followed in the Ferrari technical analysis section.
Mercedes introduces more aggressively downwashed sidepods
The most visually obvious change to the W17 in Malaysia concerns the bodywork. Mercedes has developed a more pronounced downwash sidepod layout, with the flanks sloping downwards to guide airflow from the upper surfaces towards the rear of the car.
From above, the rear section of the bodywork has also been narrowed significantly. The resulting tighter profile helps draw external air towards the area around the gearbox, where it can interact with the rear aerodynamic surfaces.
Mercedes has therefore followed a different development philosophy from McLaren. With its Baku package, McLaren created a more heavily undercut sidepod arrangement while still retaining a downward slope, but without extending the bodywork all the way towards the floor in the same manner.
Rear suspension and diffuser revised to work with the new airflow structure
Mercedes has also reworked the aerodynamics around the entire rear of the W17 to make better use of the new airflow structure generated by the revised bodywork and floor.
The rear suspension arms now feature new fairings, while the diffuser has also been modified. Further back, the rear wheel assemblies incorporate a new cascade of flaps designed both to increase local aerodynamic load and to interact more effectively with the diffuser.
That interaction is aimed at improving airflow extraction underneath the car. The stronger and more controlled the extraction process becomes, the more effectively the floor can contribute to the car’s overall downforce generation.
Mercedes has also revised the openings in the rear section of the floor immediately ahead of the rear wheels, although without fundamentally changing the previous geometry. The aim is to energise the airflow underneath the car while simultaneously controlling the vortices generated close to the tyre contact patch.
Why Mercedes has waited months for this W17 upgrade
The package introduced at Sepang is the result of several months of development. Mercedes had not brought a major update since the Canadian Grand Prix, having decided to pause the introduction of new parts for a period after enjoying a competitive advantage earlier in the season.
With less available margin under the budget cap than some of its rivals, the Brackley team chose to use that period to work extensively in the wind tunnel. Rather than introducing separate components one at a time, Mercedes developed a more complete package intended to function as a coordinated aerodynamic system.
The floor, bodywork and diffuser changes are therefore closely connected. Each component affects the performance of the others, meaning the real value of the update package will depend on how effectively the entire airflow structure works together on track.
The wider competitive context around the W17 can also be explored through the analysis of Mercedes’ W17 performance during the 2026 season.
Mercedes faces an important test of the W17 concept
Expectations surrounding the Sepang upgrade package are inevitably high. Beyond the immediate performance gain, the new parts could reveal how much development potential remains in the W17’s underlying concept.
If Mercedes fails to make a significant step, it could suggest that the current architecture is approaching its maximum potential. In that scenario, the team could be pushed towards considering a different direction for 2027 rather than continuing to extract smaller gains from the same basic concept.
For now, however, the pressure is on Mercedes’ rivals. Their progress has forced the Brackley team to continue investing in the development of the W17, and the Sepang package represents its most substantial technical response in several months.
With the new floor, revised sidepods and extensive rear-end changes all designed to work together, the Malaysian weekend should provide the first meaningful indication of whether Mercedes has found another significant step with the W17. Full timings and session information for the weekend are available in the 2026 Bahrain Grand Prix at Sepang schedule and circuit guide.
Sepang FP1 telemetry data: Ferrari outside its window as Red Bull starts strongly
The first telemetry indications from Formula 1’s return to Sepang produced a mixed picture for Ferrari. The SF-26 appeared to be operating outside its ideal setup window over a single lap, but its long-run performance was considerably more encouraging. Red Bull started strongly with a well-balanced car, while Mercedes showed worrying tyre degradation and McLaren impressed with its consistency over longer stints.
The most important factor, however, was the condition of the Sepang circuit itself. The old and abrasive asphalt was extremely dirty during FP1, while track temperatures climbed above 50°C with an ambient temperature of around 35°C. With such significant track evolution expected during the weekend, the opening session offered more of an indication of each team’s starting point than a definitive picture of the competitive order.
Sepang FP1 telemetry offers only the first clues
Formula 1’s return to Sepang is already a welcome development regardless of the technical conclusions that can be drawn from FP1. The Malaysian circuit remains one of the most complete and demanding venues on the calendar, combining long, sustained corners, heavy braking zones, changes of direction and long straights that test almost every aspect of a Formula 1 car.
Performance in the first practice session nevertheless carried relatively limited significance. The dirty surface meant grip levels were extremely low, while the combination of abrasive asphalt and high temperatures placed considerable stress on the tyres. With lap times likely to fall by several seconds as grip increases, the early hierarchy could still change dramatically as the weekend develops.
Tyre behaviour is therefore likely to remain an important part of the competitive picture, particularly given the characteristics of Sepang. The potential interaction between the circuit and the available compounds has already been examined in our analysis of why Pirelli’s Sepang compounds could suit Ferrari’s SF-26.
Red Bull starts strongly with impressive balance
Red Bull appeared to begin the weekend in the strongest shape, which was not necessarily expected on such a complete circuit. The RB22 immediately displayed a good balance both over a single lap and during the long runs, without showing any obvious weakness across the different sectors of the track.
The latest updates appear to have added useful aerodynamic load while still allowing the car to remain very quick at the end of the straights. There are, however, reasons for caution when interpreting the data. Some behaviour in the lower-speed sections of medium-speed corners, together with particularly high straight-line speed peaks, could make the overall performance look more convincing than it really is.
The next question will be how effectively Red Bull can follow the rapid evolution of the circuit. Starting from a strong baseline when grip is extremely low is encouraging, but as Sepang changes significantly, the ability to adapt the setup and rebalance the car could become one of the defining technical challenges of the weekend.
Mercedes shows strong traction but concerning degradation
Mercedes endured a more complicated opening session. Kimi Antonelli encountered several problems involving the electrical side of the car, limiting his programme, while George Russell’s power unit appeared to be used relatively conservatively.
The W17 nevertheless showed excellent traction when applying power out of slower corners. More unexpectedly, it lost a considerable amount of performance at high speed on the straights.
It remains unclear how much of that difference was simply caused by conservative power-unit mappings and how much may also have been aerodynamic. Mercedes is running a major new aerodynamic package, and the increased downforce could also have brought additional drag.
The less encouraging indication came from the race simulations. Mercedes showed particularly high tyre degradation during the long runs, an important concern given that tyre management is expected to be one of the major themes at Sepang. The unusual track conditions mean those numbers should still be treated carefully, but it is an area that requires further investigation in the next sessions.
Ferrari outside the ideal window but SF-26 shows mechanical promise
Ferrari looked incomplete rather than fundamentally uncompetitive. The SF-26 appeared to have useful underlying potential but was still some distance from its ideal operating window during FP1.
The Maranello car seemed to begin the weekend with a relatively low-downforce configuration compared with its main rivals. It looked particularly convincing under braking and through the slower corners, suggesting that the mechanical side of the package was working reasonably well.
The aerodynamic performance was far less effective through the high-speed corners and long, sustained loads. That is especially relevant at Sepang because these sections are among the circuit’s defining characteristics and would normally be expected to play to one of the SF-26’s strengths.
The initial impression was therefore of a reasonably solid mechanical platform that still required significant work on overall balance and aerodynamic stability. Ferrari needs to give the rear of the car greater support and generate more load through the long corners, ideally without paying too large a penalty on the lengthy straights in the third sector.
Further analysis of the SF-26’s behaviour and setup development throughout the weekend can be followed in the Ferrari technical analysis section.
Ferrari long-run pace offers a more encouraging signal
The more interesting signs for Ferrari emerged during the longer runs. The SF-26 appeared significantly more consistent over a race simulation than it had during the single-lap work.
It is still far too early to draw firm conclusions, but the difference between the short-run and long-run performance raises the possibility that Ferrari’s main problem in FP1 was related more to setup than to a structural limitation of the car.
That distinction will be important as the circuit gains grip. If the underlying mechanical platform is competitive, the challenge becomes one of finding the correct aerodynamic balance and operating window rather than addressing a deeper weakness in the package.
The evolving long-run picture across the weekend can also be compared through the ScuderiaFans F1 Practice & Long-Run Analysis, particularly as the teams gather more representative data on a cleaner track.
McLaren quiet on one lap but impressive on tyre degradation
McLaren was perhaps the most difficult team to interpret during the opening session. Its single-lap performance provided very little indication of the car’s usual potential, making the qualifying-style runs largely unrepresentative.
The picture changed completely during the long runs. McLaren showed extremely limited degradation and produced the most consistent lap times seen during the session. On such an abrasive surface and in such high temperatures, that was a particularly significant indication.
If further evidence was needed that aerodynamic load can help reduce degradation at Sepang, McLaren provided a strong early example. Even so, the changing circuit means the significance of that advantage will need to be reassessed as grip levels improve.
Sepang FP1 creates questions rather than a clear hierarchy
The first practice session therefore provided several clues but very few certainties. Red Bull began from an encouraging baseline, Mercedes showed impressive traction but concerning tyre degradation, Ferrari appeared outside its ideal setup window while producing better long-run consistency, and McLaren stood out through its tyre management.
The dominant variable remains the circuit itself. Simply describing Sepang as evolving may understate how dramatically conditions are expected to change. With the surface becoming cleaner and grip increasing, the balance of performance seen in FP1 could look very different later in the weekend.
For now, the opening session was more useful for identifying where each team began than for establishing a definitive competitive order. A clearer picture should emerge only after further running, while the remaining weekend programme can be followed through the 2026 Sepang weekend schedule and circuit guide.
Ferrari’s Lewis Hamilton summoned by FIA over Gabriel Bortoleto impeding incident at Sepang
Lewis Hamilton was summoned by the FIA stewards following an alleged impeding incident involving Gabriel Bortoleto during Bahrain Grand Prix FP2 at Sepang. The Ferrari driver was called to explain what happened at Turn 9 after the Audi encountered Hamilton’s SF-26 during the middle part of the session.
The FIA issued document number 20 at 16:40 on October 2, identifying car number 44, driven by Lewis Hamilton, and car number 5, driven by Bortoleto. The Briton and a Ferrari representative were instructed to report to the stewards at 17:30 local time as the officials examined whether an infringement had taken place.
Lewis Hamilton investigated for alleged impeding at Turn 9
The summons concerned a possible breach of Article B4.1.1 of the sporting regulations. The incident was recorded at 16:24, when Bortoleto was completing an out lap and encountered Hamilton, who was on a cooldown lap during Bahrain Grand Prix FP2 at Sepang.
Gabriel Bortoleto expressed his frustration over the team radio after coming across the Ferrari, making clear that he was unhappy with the way the situation had unfolded.
Mirror problem could be important to FIA assessment
One detail potentially relevant to the stewards’ investigation was a problem Hamilton had already reported with his right-hand mirror. The seven-time world champion informed Ferrari that his rearward visibility was compromised and asked the team to keep him updated about cars approaching from behind.
Those radio communications, together with the condition of the mirror, were therefore expected to form part of Hamilton’s explanation when the stewards assessed whether he could reasonably have been aware of Bortoleto approaching.
No penalty included in initial FIA summons
The FIA document itself did not impose a penalty on the British driver. It was solely a summons requiring him and a Ferrari representative to attend the hearing, with the stewards responsible for determining whether the incident constituted an offence and whether any sanction was necessary.
The Sepang investigation followed another impeding case involving Lewis Hamilton at the previous round in Baku. On that occasion, the Briton was investigated for blocking Liam Lawson during free practice and received a reprimand, his second of the season.
Lewis Hamilton was therefore given another opportunity at Sepang to explain the circumstances surrounding the incident. At the stage covered by the FIA summons, no penalty had been announced, with the decision due to follow only after the stewards had considered the evidence and heard the relevant parties.
F1 Bahrain GP FP2: Ferrari improves balance as SF-26 responds to major setup work
Ferrari made a clear step forward with the SF-26 during Bahrain Grand Prix FP2 at Sepang, improving the car’s balance after a difficult opening session and showing encouraging pace with a higher fuel load. Charles Leclerc ended the session at the top of the timesheets, while the Maranello team also gathered positive indications from its race simulations despite some remaining instability.
FP1 had largely been a learning exercise for Ferrari. The SF-26 had behaved inconsistently, the setup was still some way from its ideal window and high tyre degradation created obvious difficulties in managing the Pirelli compounds. The technical picture from that opening session can be explored in more detail in our Ferrari Sepang FP1 analysis. For FP2, the priority was therefore clear: improve the car’s balance and make more effective use of the available track time.
Ferrari improves the SF-26 balance in Bahrain GP FP2
There was no time to waste at the beginning of the second practice session. Ferrari had two main reasons to maximise its running: the need to refine the SF-26 setup and the growing threat of rain at Sepang. Both cars began the first run on Medium tyres, with further setup adjustments already applied.
The changes produced a noticeably more oversteer-biased car. The additional rotation helped the drivers reach the apex more effectively, but it also made traction more difficult to manage when accelerating out of corners. Finding the correct compromise was particularly important at a circuit where tyre behaviour had already emerged as a major concern, with the characteristics of the compounds discussed in more detail in our analysis of why the Sepang tyre compounds could suit the Ferrari SF-26.
Charles Leclerc was unable to complete his second attempt properly because of an issue connected to the brake-shaping settings. Lewis Hamilton experienced a similar interruption to his programme when he locked the left-front tyre under braking for Turn 1, creating a flat spot. Both Ferrari drivers then completed two cool-down laps before preparing for another attempt.
Rain arrived shortly afterwards, although initially only with light intensity. The conditions disrupted Ferrari’s programme and the cars were called back into the pit lane. During their in-laps, the feedback given to the race engineers confirmed an important technical point: even allowing for the changing weather, the setup of both SF-26s represented a step forward compared with FP1.
Ferrari finds more grip on Soft tyres but instability remains
The interruption was brief, and the two Ferraris returned to the circuit when the rain temporarily eased. Soft tyres were fitted for the next stint, providing greater grip and allowing the team to continue evaluating the revised setup.
Ferrari also introduced new braking-system configurations designed to give Charles Leclerc and Lewis Hamilton greater stability and confidence during the braking phase. The car continued to show an oversteer tendency on the Soft compound, but both drivers were able to manage the behaviour effectively.
Some instability nevertheless remained in the middle of the faster corners. Further adjustments were therefore required to reduce the small rear-end snaps and optimise the available downforce across the different phases of the lap. Charles Leclerc appeared moderately satisfied with the car’s behaviour, while Lewis Hamilton was less comfortable.
Charles Leclerc completed the run at the top of the timing classification, with Lewis Hamilton around three tenths behind. In an attempt to reduce that deficit, the seven-time world champion elected to continue with the same configuration and prepare another flying lap. The attempt was not completed, however, as he returned to the pit lane earlier than planned.
Ferrari then sent the cars back out on Soft tyres as the programme moved towards the most important race-pace work of the session. Fans can compare the observed short-run and long-run data through the ScuderiaFans F1 Practice & Long-Run Analysis.
SF-26 shows encouraging race pace with more fuel
The third run was dedicated to testing with a heavier fuel load. Ferrari chose to collect a complete set of data on the red-walled Soft tyres rather than splitting the programme between two different compounds.
The target lap time set by the pit wall was around the 1:44 mark. During the opening laps, Ferrari’s times were broadly in line with Mercedes and quicker than those recorded by Max Verstappen, although the Red Bull driver was running on Medium tyres rather than Softs.
McLaren subsequently moved onto similar lap times to the two Ferraris. The SF-26s also showed good progression as the stint developed, with particularly consistent lap times over the longer run. The comparison was encouraging for a car that had appeared considerably less settled earlier in the day.
There were still areas requiring attention. Some instability remained under braking, particularly for Lewis Hamilton, who was continuing to search for the right feeling with the car. The British driver also reported difficulties managing the tyres, whereas Charles Leclerc was able to extract more effectively from the available rubber.
After eleven laps, Charles Leclerc switched to Medium tyres without making any change to the front-wing angle. Lewis Hamilton followed with the same compound, although his car received two additional points of front-end load as Ferrari continued to refine the balance.
Ferrari leaves Bahrain GP FP2 with positive signs
The session was not entirely straightforward, with rain, setup work and persistent stability issues all affecting Ferrari’s programme. Even so, the final picture contained several encouraging elements. The team had made clear progress with the balance of the SF-26 compared with FP1, while Charles Leclerc demonstrated solid race pace with a heavier fuel load that was in line with Ferrari’s direct rivals.
The remaining work will focus on improving stability under braking and through the middle of faster corners while maintaining the stronger rotation and traction balance found during FP2. Further technical developments around the car can be followed through the Ferrari technical analysis section.
With changing weather, high tyre degradation and an evolving track all influencing the competitive picture, Friday’s running remains only one part of the weekend. Full session information and the timetable for the remaining running are available in the 2026 Bahrain Grand Prix at Sepang schedule and circuit guide.
Charles Leclerc leads Bahrain GP FP2 as Ferrari impresses at Sepang
Ferrari ended the second free practice session for the 2026 Bahrain Grand Prix at Sepang on top, with Charles Leclerc setting the fastest time in 1:37.528 and Lewis Hamilton finishing fifth, 0.305 seconds behind. It was an encouraging response after a more difficult FP1, although the highly changeable track conditions in Malaysia mean the Friday order should still be treated with caution.
This year’s Bahrain Grand Prix is being held exceptionally in Malaysia because of the geopolitical situation in the Middle East, and Sepang has already produced an unusual challenge for the Formula 1 teams. Grip levels changed significantly throughout Friday, while tyre degradation also emerged as one of the factors likely to shape the rest of the weekend.
Ferrari responds after a difficult first practice session
The opening practice session had provided relatively little reliable information about outright performance. The Sepang circuit was particularly dirty and offered very little grip, preventing several teams from showing their true potential.
Ferrari struggled especially over a single lap, partly because of the lower-downforce setup being used, according to Federico Albano. It was an area that required further work before FP2. The SF-26 looked considerably more convincing during the race simulations, however, showing consistent pace until the closing stages, when both traffic and tyre degradation began to affect the lap times.
That first-session picture had already suggested that tyre wear could become one of the decisive issues of the weekend. Ferrari therefore entered FP2 needing to improve its qualifying performance without sacrificing the encouraging long-run characteristics seen earlier in the day. The contrast with FP1 can also be followed in ScuderiaFans’ analysis of Ferrari’s Bahrain GP FP1 performance at Sepang.
Charles Leclerc takes Ferrari to the top in Bahrain GP FP2
Ferrari began the first stint with both cars on new medium tyres. After the opening attempts, Charles Leclerc sat third, around three tenths behind the benchmark set by Max Verstappen, while Lewis Hamilton was fifth and almost eight tenths away from the fastest time.
Neither Ferrari driver managed to improve during the following laps, although the same pattern was visible throughout much of the field as tyre performance began to fall away. Very few drivers improved after their first proper flying lap, prompting Ferrari to bring both cars back into the pits.
Twenty minutes into the session, Charles Leclerc and Lewis Hamilton returned to the circuit on soft tyres for the traditional qualifying simulations. Lewis Hamilton’s quick lap initially moved him into second place, only around half a tenth behind the time previously set by Max Verstappen.
Just a few seconds later, Charles Leclerc crossed the line and moved to the top of the timesheets, establishing a margin of roughly two tenths over second place. It represented a significant improvement in Ferrari’s single-lap performance compared with the difficulties experienced during the opening session.
Ferrari also looks competitive on the long runs
After completing their qualifying simulations, both Ferrari drivers were called back into the garage. Charles Leclerc was the first to return to the track for the race-pace programme, running on a used set of soft tyres, before Lewis Hamilton followed on the same compound.
Charles Leclerc looked particularly strong and was among the best performers during the simulation. His stint was disrupted only towards the end, when Franco Colapinto’s presence effectively took the Monegasque driver out of the ideal operating window.
Lewis Hamilton also produced a positive long run, although his pace was slightly slower than that of his Ferrari teammate. Red Bull and McLaren were also competitive during this phase, while Mercedes appeared to encounter greater difficulties.
With around ten minutes remaining, Ferrari switched Charles Leclerc onto the medium compound and continued his race simulation. Lewis Hamilton made the same change shortly afterwards. The SF-26 again performed well on the medium tyre, giving Ferrari another encouraging reference point as the team builds towards qualifying and the race.
The result adds another useful data point to the developing picture around Charles Leclerc’s 2026 Ferrari campaign, while Lewis Hamilton’s Ferrari performances continue to show how closely matched the two cars can be across different phases of a race weekend.
Why Ferrari is remaining cautious despite topping FP2
Despite Charles Leclerc finishing FP2 in first place, the order seen on Friday is unlikely to provide a definitive indication of the competitive hierarchy for Saturday and Sunday. Sepang’s fluctuating grip levels remain an important variable, while teams are also likely to refine or significantly alter their setups after analysing the first two practice sessions.
That means Friday’s running could ultimately prove less representative than the timing screens suggest. A clearer picture should begin to emerge in the third free practice session, when the teams will have another opportunity to optimise their cars before qualifying.
Ferrari can nevertheless take encouragement from the way the SF-26 adapted to the changing conditions. The car improved considerably over a single lap compared with FP1 and remained competitive during the longer runs on both soft and medium tyres.
The challenge now will be to preserve those strengths as the track evolves and the teams move towards their final setups. Further developments around the SF-26’s behaviour, setup choices and tyre management throughout the weekend can be followed in ScuderiaFans’ Ferrari technical analysis section.
2026 Bahrain GP: FP2 results and full Sepang timesheet
Friday practice produced an unexpected turnaround for Ferrari, with Charles Leclerc emerging as the fastest driver despite the picture painted by FP1 earlier in the day. Isack Hadjar finished second for Red Bull, while Lando Norris completed the top three for McLaren.
Here are the final results from the second free practice session for the 2026 Bahrain GP:
1 Charles Leclerc (Ferrari)
2 Isack Hadjar (Red Bull) +0.099s
3 Lando Norris (McLaren) +0.137s
4 Max Verstappen (Red Bull) +0.257s
5 Lewis Hamilton (Ferrari) +0.305s
6 Oscar Piastri (McLaren) +0.371s
7 George Russell (Mercedes) +0.492s
8 Kimi Antonelli (Mercedes) +0.532s
9 Liam Lawson (Racing Bulls) +0.968s
10 Pierre Gasly (Alpine) +1.060s
11 Arvid Lindblad (Racing Bulls) +1.352s
12 Gabriel Bortoleto (Audi) +1.523s
13 Nico Hulkenberg (Audi) +1.581s
14 Esteban Ocon (Haas) +1.833s
15 Fernando Alonso (Aston Martin) +1.950s
16 Ollie Bearman (Haas) +2.178s
17 Carlos Sainz (Williams) +2.402s
18 Lance Stroll (Aston Martin) +2.622s
19 Valtteri Bottas (Cadillac) +2.658s
20 Alex Albon (Williams) +2.693s
21 Sergio Perez (Cadillac) +3.410s
22 Franco Colapinto (Alpine) +5.863s
Charles Leclerc narrowly avoids pit-lane bollard in Bahrain GP FP2
Charles Leclerc had a brief scare during Bahrain Grand Prix FP2 at Sepang, narrowly avoiding the bollard at the pit-lane entry. The Ferrari driver attacked the final corner with slightly too much commitment before heading towards the pits, passing extremely close to the obstacle without making contact.
Charles Leclerc escapes pit-lane scare in Bahrain GP FP2
The FIA had clarified the procedure drivers were required to follow at that point. Any driver who passed to the right of the bollard would not then be permitted to return to the track.
Charles Leclerc missed the obstacle by the narrowest of margins and was able to continue without consequences, avoiding what could otherwise have complicated his Bahrain Grand Prix FP2 programme at Sepang.
The incident came during an important practice session for Ferrari, with teams gathering data over both shorter runs and race simulations. The session trends can also be explored through the F1 Practice & Long-Run Analysis.
Bahrain GP FP2 tyre degradation worsens as Sepang track nears 60°C
Free Practice 2 at the Bahrain Grand Prix is putting both the drivers and tyres under serious pressure. With the track temperature approaching 60°C, tyre degradation is already becoming a significant factor, forcing everyone to pay particularly close attention to tyre management.
Bahrain GP tyre degradation puts drivers under pressure
The high temperatures are not the only element making conditions difficult. The characteristics of the ageing track surface are also contributing to the challenge, adding another variable for the drivers as they work through their FP2 programmes and assess Pirelli’s tyre behaviour over the course of a stint.
Speaking during Sky Sports F1’s live coverage, Anthony Davidson also highlighted the role being played by the increasingly old asphalt: “Over the years, this track has developed increasingly distinctive characteristics. If it stays dry, the age of the surface will also play an important role: the tyres are suffering quite a lot.”
Martin Brundle notices unusually cautious lap preparation
Martin Brundle made a similar observation, pointing out how the level of degradation is forcing the drivers to alter their usual approach to preparing a lap.
“With degradation like this, I can see them being much more cautious in their lap preparation than they normally are. It has been quite a long time since I noticed such careful management,” Martin Brundle explained.
The way the tyres behave across longer sequences of laps will therefore be particularly significant as the weekend develops, with practice pace and stint trends available through the F1 Practice & Long-Run Analysis.
Sepang F1 power unit update: three drivers over the limit as Ferrari reaches allocation ceiling
The Bahrain Grand Prix weekend at Sepang has opened with the 2026 Formula 1 power unit situation becoming increasingly sensitive. New FIA Technical Delegate documents show three drivers introducing components outside their permitted seasonal allocation, while Ferrari has reached the limit across every power unit category with both Charles Leclerc and Lewis Hamilton.
Arvid Lindblad and Franco Colapinto have now joined the group of drivers already beyond the permitted allocation in at least one category, taking the total to ten. The existing list includes Lando Norris, Kimi Antonelli, Isack Hadjar, Alexander Albon, Carlos Sainz, Lance Stroll, Fernando Alonso and Oliver Bearman.
Several other drivers remain technically within the regulations but have almost no margin available. Max Verstappen, George Russell, Charles Leclerc, Lewis Hamilton and Esteban Ocon have all reached the permitted limit for most of the major power unit elements.
F1 2026 power unit allocations at the Bahrain GP
Under the 2026 regulations, each driver is permitted four internal combustion engines, four turbochargers and four exhaust sets across the season. The allocation also includes three MGU-Ks, three Energy Stores, three power unit control electronics units and six PU-ANC components.
The FIA Technical Delegate’s second report of the Sepang weekend has already changed the picture. Isack Hadjar has moved onto a seventh ICE, Arvid Lindblad has introduced a fifth ICE, fifth turbo, fifth exhaust set and sixth PU-ANC, while Franco Colapinto has fitted a fifth ICE. Valtteri Bottas, meanwhile, has moved onto his fourth ICE and fourth turbo.
The full component usage following the FIA Technical Delegate’s Report of 2 October 2026 is as follows:
| No. | Team | Driver | ICE | TC | EXH | MGU-K | ES | PU-CE | PU-ANC |
|---|---|---|---|---|---|---|---|---|---|
| 81 | McLaren | Oscar Piastri | 4 | 3 | 3 | 2 | 3 | 3 | 4 |
| 01 | McLaren | Lando Norris | 4 | 3 | 3 | 2 | 3 | 4 | 4 |
| 63 | Mercedes | George Russell | 4 | 4 | 4 | 3 | 3 | 3 | 5 |
| 12 | Mercedes | Kimi Antonelli | 5 | 3 | 3 | 2 | 4 | 4 | 5 |
| 03 | Red Bull | Max Verstappen | 4 | 4 | 4 | 3 | 3 | 3 | 5 |
| 06 | Red Bull | Isack Hadjar | 7 | 6 | 6 | 4 | 4 | 4 | 7 |
| 16 | Ferrari | Charles Leclerc | 4 | 4 | 4 | 3 | 3 | 3 | 6 |
| 44 | Ferrari | Lewis Hamilton | 4 | 4 | 4 | 3 | 3 | 3 | 6 |
| 23 | Williams | Alexander Albon | 5 | 3 | 3 | 2 | 3 | 4 | 5 |
| 55 | Williams | Carlos Sainz | 4 | 4 | 3 | 2 | 3 | 4 | 4 |
| 41 | Racing Bulls | Arvid Lindblad | 5 | 5 | 5 | 2 | 2 | 2 | 6 |
| 30 | Racing Bulls | Liam Lawson | 3 | 3 | 3 | 2 | 2 | 2 | 5 |
| 18 | Aston Martin | Lance Stroll | 5 | 6 | 3 | 5 | 7 | 6 | 8 |
| 14 | Aston Martin | Fernando Alonso | 5 | 5 | 3 | 5 | 7 | 6 | 9 |
| 31 | Haas | Esteban Ocon | 4 | 4 | 4 | 3 | 3 | 3 | 5 |
| 87 | Haas | Oliver Bearman | 4 | 4 | 4 | 4 | 4 | 4 | 4 |
| 27 | Audi | Nico Hülkenberg | 4 | 4 | 4 | 3 | 2 | 2 | 5 |
| 05 | Audi | Gabriel Bortoleto | 3 | 3 | 3 | 3 | 2 | 2 | 5 |
| 10 | Alpine | Pierre Gasly | 4 | 3 | 3 | 2 | 3 | 3 | 5 |
| 43 | Alpine | Franco Colapinto | 5 | 3 | 2 | 2 | 3 | 3 | 4 |
| 11 | Cadillac | Sergio Perez | 4 | 4 | 3 | 3 | 3 | 3 | 4 |
| 77 | Cadillac | Valtteri Bottas | 4 | 4 | 3 | 3 | 3 | 3 | 3 |
Three drivers go beyond their allocation at Sepang
The first component changes of the weekend carry direct consequences for Isack Hadjar, Arvid Lindblad and Franco Colapinto. Hadjar’s seventh ICE is outside his seasonal allocation after he had already used six engines before arriving at Sepang.
Lindblad crosses the limit in three separate categories at the same time. The Racing Bulls driver has moved onto a fifth ICE, fifth turbo and fifth exhaust set, while his sixth PU-ANC remains within the permitted allocation. The combination of those three out-of-allocation components leaves him facing a particularly substantial grid penalty, subject to the relevant formal decisions from the Stewards.
Colapinto has exceeded his ICE allowance for the first time by installing a fifth internal combustion engine. Bottas is in a different position: his fourth ICE and fourth turbo use the final permitted units in those categories, meaning neither replacement by itself puts him over the limit.
Ferrari reaches the limit with Charles Leclerc and Lewis Hamilton
Ferrari’s power unit position has not changed since Baku, but there is now no remaining allocation margin. Both Leclerc and Hamilton have used four ICEs, four turbochargers, four exhaust sets, three MGU-Ks, three Energy Stores, three PU-CEs and six PU-ANCs.
Both drivers therefore remain within the permitted allocation, but any additional component in any of those categories would put them beyond the seasonal limit. That makes reliability and component management an increasingly important consideration for the remainder of Ferrari’s campaign. Further coverage of the SF-26 and its power unit development is available in the Ferrari technical analysis section.
Mercedes also faces a delicate power unit picture
George Russell is in a position similar to the Ferrari drivers across most categories. The Mercedes driver has reached four ICEs, four turbochargers, four exhaust sets, three MGU-Ks, three Energy Stores and three PU-CEs. His only remaining margin is in the PU-ANC allocation.
Kimi Antonelli has already crossed the permitted threshold in several areas, having reached a fifth ICE, fourth Energy Store and fourth PU-CE.
McLaren also has limited room to manoeuvre. Oscar Piastri has reached his allocation ceiling with a fourth ICE, third Energy Store and third PU-CE, while Lando Norris is already beyond the PU-CE limit with his fourth unit and has also reached the maximum permitted number of ICEs and Energy Stores.
Isack Hadjar and Aston Martin show the most extreme numbers
Hadjar’s latest engine change makes an already exceptional power unit tally even larger. The Red Bull driver now stands at seven ICEs, six turbochargers, six exhaust sets, four MGU-Ks, four Energy Stores, four PU-CEs and seven PU-ANCs.
The largest overall component totals, however, continue to belong to Aston Martin. Lance Stroll has used five ICEs, six turbos, three exhaust sets, five MGU-Ks, seven Energy Stores, six PU-CEs and eight PU-ANCs.
Fernando Alonso has reached five ICEs, five turbochargers, three exhaust sets, five MGU-Ks, seven Energy Stores, six PU-CEs and nine PU-ANCs. Both Aston Martin drivers are therefore already well beyond their permitted allocation across most categories.
The power unit situation can still evolve during the Sepang weekend. Further FIA Technical Delegate reports and formal Stewards’ decisions will determine whether additional components are introduced and what penalties follow, leaving Ferrari among several teams with very little room for further changes as the 2026 season continues.
Charles Leclerc removes social media from phone: “Too many stupid and disrespectful rumours”
Charles Leclerc has strongly defended Fred Vasseur amid weeks of speculation over Ferrari’s leadership, revealing that he removed social media from his phone to distance himself from what he described as stupid and disrespectful rumours. Ferrari has endured a disappointing sequence of races since the summer break, with McLaren and Red Bull too often finishing ahead of the Maranello team and Mercedes remaining the benchmark.
Lewis Hamilton and Charles Leclerc have both expressed frustration with Ferrari’s recent performance, while the pressure surrounding Fred Vasseur has intensified. Christian Horner also entered the discussion, adding another layer to the speculation over who could potentially lead Ferrari. However, the team principal remains in charge and continues to have the support of both drivers.
The wider debate around Ferrari’s leadership has become one of the major off-track themes surrounding the team, with further context available in our coverage of what Christian Horner at Ferrari could mean for Lewis Hamilton and Charles Leclerc.
Ferrari shuts down Fred Vasseur rumours
The 2026 season was supposed to provide Ferrari with a major opportunity, although it quickly became apparent that Mercedes was the clear favourite. Even so, the Scuderia enjoyed some particularly strong moments during the spring and the first part of the summer, winning two Grands Prix, one with each driver.
A genuine World Championship challenge never really developed, but Ferrari had begun to believe it could fight near the front at every race weekend. The situation then deteriorated gradually. The upgrades failed to deliver the expected results, while the power unit was also unable to provide the help the team needed. Lewis Hamilton has repeatedly referred to the missing tenths that Ferrari still needs to find.
As the results declined, Fred Vasseur came under increasing scrutiny. Rumours grew that he could leave at the end of the season, or even earlier, while several possible successors and interim solutions were discussed.
That scenario is now being ruled out. Fred Vasseur is staying in his position and is set to remain Ferrari team principal in 2027, after which the situation will be reassessed. The speculation nevertheless created uncertainty around the team and raised doubts about its stability before Ferrari’s ownership moved to shut down the discussion.
Lewis Hamilton and Charles Leclerc both showed their support for Fred Vasseur in Malaysia, and that backing does not appear to be merely superficial. The three have developed a strong working relationship, even though disagreements and internal discussions are naturally part of life inside a Formula 1 team. Charles Leclerc’s latest comments can also be followed alongside his wider Ferrari interviews and updates in our Charles Leclerc news section.
Charles Leclerc strongly defends Fred Vasseur
While Lewis Hamilton did not go into extensive detail, Charles Leclerc was far more explicit about the situation and his relationship with Fred Vasseur.
“My support for Fred Vasseur is clear. Regarding the expression ‘there is no smoke without fire’, I think it is true that most of the time there is some truth behind it. But honestly, I think there is simply too much smoke without any fire,” Charles Leclerc said.
From the Monegasque driver’s perspective, Fred Vasseur’s position was therefore never genuinely in doubt. His comments were also a direct response to the growing speculation that had surrounded Ferrari during a difficult phase of the season.
Charles Leclerc removes social media from his phone
Ferrari has arrived in Malaysia looking for a response after its recent run of disappointing results, and the same objective applies to both Lewis Hamilton and Charles Leclerc. Away from the track, however, the younger Ferrari driver has taken an additional step to distance himself from the negativity surrounding the team.
Charles Leclerc revealed that he had removed social media applications from his phone because he no longer wanted to follow much of the discussion surrounding Ferrari.
“I removed social media from my smartphone, so I don’t see much of what is happening. Obviously, you hear people talking. This is not good for the serenity of the team. I find all those rumours disrespectful and stupid. Criticism has to be accepted, but certain things do not. Some rumours become disrespectful,” Charles Leclerc explained.
The comments underline how strongly the ongoing speculation has affected the atmosphere around Ferrari. For Charles Leclerc, legitimate criticism remains part of Formula 1, but the latest wave of rumours surrounding Fred Vasseur has gone beyond what he considers acceptable.
Bahrain GP FP2 at Sepang: race simulations set to reveal the competitive picture – live updates
Formula 1 returns to the Sepang circuit for Bahrain Grand Prix FP2, with the second practice session expected to provide the first meaningful race simulations of the weekend. The Malaysian venue is hosting the rescheduled Bahrain GP, and the next hour of running should offer a clearer indication of how Ferrari and its rivals perform with higher fuel loads.
FP2 is traditionally one of the most informative sessions of a Grand Prix weekend because teams can move beyond shorter performance runs and begin loading the cars with fuel for longer race-pace simulations. That should make the session particularly useful for understanding the competitive order ahead of the race, although it remains too early for definitive conclusions.
The session is scheduled to begin at 10:00 CET and, barring interruptions or unexpected delays, will run for one hour until 11:00 CET. The complete timetable for the weekend can be found in our 2026 Bahrain GP at Sepang schedule and circuit guide.
Bahrain GP FP2 race simulations take centre stage at Sepang
Max Verstappen was quickest during the opening practice session earlier in the day, finishing ahead of George Russell, Isack Hadjar and Charles Leclerc’s Ferrari. Those results established the first reference points of the weekend, but FP1 alone was not enough to define the true competitive hierarchy.
One particularly interesting detail concerned Mercedes. The updated car, equipped with a substantial new development package, appeared to encounter difficulties during the high-fuel race-pace running in the opening session. However, the weekend is still in its early stages and the picture can change considerably as teams refine their setups and gather more representative data.
For Ferrari, Charles Leclerc’s fourth place in FP1 provided an initial benchmark, but the longer runs in FP2 should be far more useful in understanding where the Maranello team stands relative to Mercedes, Red Bull and the rest of the field. With heavier fuel loads and longer sequences of laps expected, consistency and tyre behaviour will become increasingly important areas to monitor.
Why FP2 could provide the first clear race-pace clues
The second practice session therefore represents the first major opportunity for teams to evaluate their cars in conditions more closely related to the race. Long runs should begin to reveal how performance develops over several laps rather than over a single qualifying-style attempt.
Any conclusions will still need to be treated cautiously. Setup work is continuing across the field, the weekend remains at an early stage and the performance picture seen in FP1 may change significantly during FP2. Even so, the upcoming simulations should provide the clearest information so far about the relative strengths of Ferrari, Mercedes, Red Bull and their rivals at Sepang.
Race-pace trends from the practice sessions can also be compared through the ScuderiaFans F1 Practice & Long-Run Analysis, as the teams begin building a more complete picture of their Bahrain Grand Prix performance.
Sepang FP1: Ferrari battles high tyre degradation as SF-26 balance proves difficult
Ferrari’s opening Bahrain Grand Prix practice session at Sepang was primarily about understanding the SF-26, with FP1 revealing an acceptable baseline but also considerable work still required to find the right balance. The clearest warning concerned tyre degradation, an issue affecting the entire field as the Malaysian circuit subjected the compounds to severe wear and made effective tyre management a crucial part of the weekend.
For Ferrari, the challenge is therefore not simply to extract more performance from the car, but to understand how to keep the tyres working consistently while refining the SF-26’s handling. With Sepang placing particularly heavy demands on the Pirelli compounds, the opening session immediately reinforced why tyre behaviour at Sepang could become decisive for Ferrari throughout the Bahrain Grand Prix weekend.
Ferrari tyre degradation emerges as the dominant FP1 concern
“The degradation is absurd.” That was the first significant indication to emerge from Ferrari’s onboard running. It was particularly noteworthy because the observation came after only six laps, during which the Maranello drivers alternated between quick laps and cool-down laps. Tyre management therefore looks set to become one of the defining elements of the entire Malaysian weekend.
The challenge goes beyond simply bringing the compounds up to temperature and keeping them within their optimal operating window. Ferrari must also use the tyres in a way that limits the rate of wear as much as possible, which will be essential for maintaining consistent performance over a stint. The significance is even greater because the SF-26s were running on Medium tyres, a compound that can last considerably longer on other circuit layouts. At Sepang, that does not appear to be the case.
The difficulty of interpreting the Ferrari’s balance during the first FP1 run was increased by the condition of the circuit. The track surface was very dirty and the available grip was consequently far from ideal. Even so, the initial setup appeared acceptable, although the SF-26 showed a tendency to lack rotation on corner entry, particularly through the faster sections.
Ferrari studies SF-26 setup to improve handling
Ferrari switched to Soft tyres for its second run, providing an opportunity to assess both the additional grip and the corresponding increase in degradation. The lap times from Charles Leclerc and Lewis Hamilton were reasonably competitive, while the red-walled Pirelli tyres delivered a clear increase in grip compared with the previous Medium-tyre running.
Charles Leclerc performed better than Lewis Hamilton during this phase, although the gap between the Ferrari team-mates remained below two tenths of a second. The SF-26 has no major upgrades at Sepang beyond a small update around the wheel-corner area. Red Bull and, especially, Mercedes have instead brought several significant new developments aimed at improving performance, suggesting that Ferrari could face a generally difficult weekend.
The broader technical development of the car remains an important theme for Maranello, with further coverage available in our Ferrari technical analysis section.
The Ferrari Soft-tyre run was divided into several separate attempts because the compound needed time to recover, with double cool-down laps repeatedly inserted between faster laps. At the same time, the usual setup work continued as the engineers gathered further information about the SF-26’s handling characteristics.
Among the parameters being studied were the hybrid mappings and settings affecting the car’s rotation. Both are important for managing traction effectively without placing excessive stress on the tyres. The braking system was another important area of work.
Braking is crucial not only for outright lap-time performance but also for recharging the battery pack. A similar principle applies to the pre-mapped configurations activated through the paddles behind the steering wheel. Both Ferrari cars were also running the three-element bargeboard specification, designed to generate the highest level of load.
Ferrari shows more degradation than McLaren and Mercedes
For the final run of Bahrain Grand Prix FP1 at Sepang, both Ferrari drivers returned to the track on Soft tyres. Small suspension adjustments had been made during the pit stop, while the tyres were the same used set that had already completed running during the previous phase of the session.
A slight degree of instability became apparent through the middle of the faster corners. The SF-26 also showed some difficulty consistently hitting the apex, together with occasional excess rotation on corner exit. These characteristics were linked to a mechanical and aerodynamic compromise that had not yet been perfected, combined with tyre grip that, although reasonably good, remained some distance from its optimal operating window.
Ferrari also tested different hybrid mappings in an attempt to optimise the deployment of energy regenerated by the MGU-K. This parameter is expected to be another important factor as the team continues refining the car during the weekend.
During the closing laps, Ferrari completed a short stint with a higher fuel load, which confirmed the handling characteristics already observed earlier in the session. The opening encounter with Sepang therefore ended with a substantial amount of data collected, but also with a clear conclusion: finding the correct compromise to extract the maximum from the SF-26 will be anything but straightforward.
With tyre degradation, fuel load and evolving track conditions all influencing the picture, the relative performance from the practice sessions can also be examined through the F1 Practice & Long-Run Analysis. Further session times and circuit information are available in the 2026 Bahrain GP at Sepang schedule and circuit guide.
Bahrain GP FP1: Ferrari struggles on single-lap pace but shows promise on long runs at Sepang
Ferrari opened the Bahrain Grand Prix weekend at Sepang with an encouraging showing in FP1, despite struggling more over a single lap on a low-grip Malaysian track. Charles Leclerc finished fourth, 0.847 seconds behind Max Verstappen, while Lewis Hamilton ended the opening practice session in sixth place, 1.070 seconds off the pace. The more promising indications came from the SF-26’s race simulations, where Ferrari appeared to manage tyre degradation more effectively.
The Maranello team arrived in Malaysia aiming to improve on the performances seen during the most recent rounds. Ferrari has not finished on the podium since the Belgian Grand Prix, around two and a half months ago, increasing the importance of making progress during the closing part of the season. The full weekend programme and circuit details are available in the 2026 Bahrain GP at Sepang schedule and circuit guide.
Ferrari has introduced a number of small updates to the SF-26 for the Malaysian weekend. Their purpose is to help the car work more effectively while the team waits for the more substantial package that, in all probability, will arrive at Austin in a few weeks.
The championship objectives have effectively faded, but Ferrari intends to continue developing the car. The work carried out during the remainder of the season should also help the engineers understand more clearly how to refine their approach ahead of the 2027 project. Improvement is therefore the central objective for the rest of the campaign as Maranello tries to put itself in the strongest possible position for next season.
Ferrari’s work during Bahrain GP FP1 at Sepang
Ferrari sent both SF-26s onto the circuit for the opening stint on Medium tyres. After the first attempts, Lewis Hamilton was third, almost nine tenths away from the quickest time, while Charles Leclerc was 11th and 1.6 seconds off the top of the timesheets.
The Sepang circuit was extremely slippery during the early stages of the session, and Charles Leclerc was advised to make changes to the brake balance. On his second attempt, the Monegasque driver moved up to third place, around four tenths behind Max Verstappen. Lewis Hamilton also improved slightly, reaching sixth position around one second away from the benchmark.
Neither Ferrari driver improved on the following attempt, and both were subsequently called back into the pits. After spending approximately five minutes in the garage, Charles Leclerc and Lewis Hamilton returned to the track on the Soft compound.
Following the first Soft-tyre runs, Charles Leclerc was third, almost half a second behind George Russell, while Lewis Hamilton was fourth at nearly seven tenths. Both drivers completed only one attempt before returning to the pits for a quick turnaround ahead of their next runs.
Charles Leclerc then made a significant front-wing adjustment, adding as many as ten points of load. Neither Ferrari driver improved on the subsequent attempt, however, and both returned to the garage once again.
Ferrari shows more encouraging race pace in FP1
With around ten minutes remaining, Ferrari switched its attention to race simulations. Charles Leclerc completed his long run on the Soft compound, while Lewis Hamilton used the Medium tyre. The opening laps from both drivers were encouraging, with consistent and competitive times.
That represented a positive indication at a circuit expected to place considerable demands on tyre wear. The combination of Sepang’s characteristics and the available compounds is particularly significant for Ferrari, with the expected tyre behaviour explored in greater detail in our analysis of why Pirelli’s Sepang compounds may suit the Ferrari SF-26.
At the same time, the extremely low level of grip during FP1 made it difficult to draw firm conclusions about outright performance. Mercedes and Red Bull appeared particularly comfortable in the conditions, while Ferrari and McLaren encountered slightly more difficulty. McLaren, as is often the case during practice sessions, also adopted a cautious approach to the start of the weekend.
SF-26 shows lower tyre degradation than Mercedes
The long-run picture produced a different trend. Mercedes appeared to struggle considerably with tyre drop-off during its race-pace running, while the two Ferrari SF-26s showed noticeably lower degradation with Charles Leclerc on the Soft tyre and Lewis Hamilton on the Medium.
Red Bull also performed well, while McLaren showed particularly competitive pace with higher fuel loads. Those observations remain preliminary because Sepang is effectively a new track for the current generation of cars, and two further practice sessions remain in which grip levels should increase and every team will have an opportunity to improve.
Mercedes also has a substantial upgrade package on the W17 that still needs to be optimised, adding another variable to the competitive picture. For Ferrari, however, the opening session provided at least one encouraging indication: although the SF-26 did not appear especially convincing over a single lap, its tyre degradation and consistency during the race simulations offered a more positive starting point for the rest of the Bahrain Grand Prix weekend.
As conditions evolve, the relative pace and consistency of the teams can be followed through the ScuderiaFans F1 Practice & Long-Run Analysis.
2026 Bahrain GP at Sepang FP1 results: full classification
Sepang returns to the Formula 1 calendar this weekend as Malaysia hosts the Bahrain Grand Prix in place of Sakhir. Follow this page for the complete results from every practice session.
FP1 results:
1 Max Verstappen (Red Bull)
2 George Russell (Mercedes) +0.383s
3 Isack Hadjar (Red Bull) +0.783s
4 Charles Leclerc (Ferrari) +0.847s
5 Kimi Antonelli (Mercedes) +1.060s
6 Lewis Hamilton (Ferrari) +1.070s
7 Pierre Gasly (Alpine) +1.195s
8 Liam Lawson (Racing Bulls) +1.586s
9 Arvid Lindblad (Racing Bulls) +1.677s
10 Nico Hulkenberg (Audi) +1.691s
11 Oscar Piastri (McLaren) +1.756s
12 Lando Norris (McLaren) +1.773s
13 Gabriel Bortoleto (Audi) +2.028s
14 Fernando Alonso (Aston Martin) +2.163s
15 Esteban Ocon (Haas) +2.638s
16 Ollie Bearman (Haas) +2.791s
17 Alex Albon (Williams) +2.801s
18 Lance Stroll (Aston Martin) +2.893s
19 Franco Colapinto (Alpine) +3.011s
20 Carlos Sainz (Williams) +3.085s
21 Valtteri Bottas (Cadillac) +3.280s
22 Sergio Perez (Cadillac) +3.300s
Bahrain GP 2026 FP1: live coverage as Formula 1 returns to Sepang
2026 Bahrain GP FP1 live from Sepang
Good morning and welcome, ScuderiaFans.com readers. We are live to bring you minute-by-minute coverage of Free Practice 1 for the 2026 Bahrain Grand Prix weekend at Sepang, an event that is effectively serving as the replacement for the Bahrain Grand Prix cancelled last spring.
Whatever the official definition, the important point is that Formula 1 action begins at 06:30 CET, with the opening practice session running for one hour until 07:30. The complete weekend timings and circuit information are available in our 2026 Bahrain GP at Sepang schedule and circuit guide.
Formula 1 returns to Sepang for an important first practice
This opening session will be particularly significant because many of the drivers currently on the Formula 1 grid have never driven at Sepang, a circuit that has not hosted a World Championship race since 2017.
Much of the attention will be on Mercedes, which is expected to introduce a substantial upgrade package for the W17 driven by championship leader Andrea Kimi Antonelli and George Russell, the recent winner of the Azerbaijan Grand Prix.
Red Bull will also be closely watched after showing particularly strong performance in Azerbaijan. Ferrari and McLaren, meanwhile, are expected to be better suited to the characteristics of the Sepang circuit than they were at Baku. For Ferrari specifically, the tyre selection and circuit characteristics could offer a more favourable combination, as explored in our analysis of why Sepang may suit the SF-26 better than Baku.
Who will have the upper hand when Formula 1 returns to the Kuala Lumpur circuit? Follow all the action with the minute-by-minute live coverage and commentary from Free Practice 1 at the 2026 Bahrain Grand Prix.
Bahrain GP technical analysis: Sepang brakes, recovery and Straight Mode
Formula 1’s return to Sepang for the relocated 2026 Bahrain Grand Prix will create a very different braking and energy-management challenge from the one teams faced in Baku. The Malaysian circuit combines long straights with heavy braking, fast corners and numerous opportunities to recover electrical energy, potentially allowing engineers to approach deployment in a less extreme way than in Azerbaijan.
The race forms round 16 of the season and takes Formula 1 back to one of its most varied layouts. Full weekend timings and circuit information are available in the 2026 Bahrain GP at Sepang guide.
Sepang is only moderately demanding on the brakes
Despite several significant braking zones, Sepang is not expected to punish the braking system as severely as Baku. According to Brembo engineers, the Malaysian venue receives a braking difficulty score of three on a scale from one to five.
Drivers use the brakes six times during a lap for a combined 13.2 seconds. Brembo classifies three of those braking events as Hard, one as Medium and two as Light, while five of the six generate deceleration of at least 3g.
The most demanding stop comes at Turn 15, the final corner immediately before Sepang’s main straight. Simulations indicate that the cars should arrive at approximately 307 km/h before slowing to 93 km/h.
That braking phase is expected to last 2.58 seconds across 121 metres. Drivers will need to apply around 189 kg of force to the brake pedal while experiencing peak deceleration of 4.7g, with braking power reaching 2,177 kW.
Why Sepang offers more energy recovery than Baku
The electrical energy picture changes considerably compared with Azerbaijan. While Sepang still contains long full-throttle sections, its greater number of braking events and more flowing middle sector create several opportunities for the cars to replenish their available electrical energy.
The FIA has set Maximum Recharge per Lap at 7.5 MJ during qualifying. That limit rises to 8.5 MJ in the race when Overtake Mode is not being used and to 9.0 MJ when Overtake is active. During free practice, teams can also reach a maximum of 9.0 MJ.
Predictive simulations suggest that approximately half of the energy recovered around Sepang could come from the major braking zones, particularly at Turns 1, 4, 9, 14 and 15.
A similarly important contribution could come during acceleration out of corners. When the internal combustion engine produces more power than the tyres can effectively transfer to the track, some of that surplus can be recovered through the MGU-K rather than simply being delivered to the rear wheels.
Sepang may avoid genuine super clipping
The most interesting difference concerns how the recovered electrical energy is likely to be deployed. Current simulations suggest that Sepang may not require genuine super clipping at the end of its straights.
With 7.5 MJ available during qualifying and four Straight Mode sections around the lap, the projected strategy instead involves the MGU-K gradually ending its electrical contribution during approximately the final 100 to 300 metres of the main straights.
Once that electrical assistance finishes, the car would continue primarily on the internal combustion engine’s 400 kW output. Speed would then gradually fall as aerodynamic drag continues to act on the car.
This is an important distinction from more energy-critical circuits. Rather than suffering a dramatic loss of electrical power because the available energy has been exhausted too early, engineers will need to determine the most profitable point at which to stop deployment and distribute the available energy efficiently over the complete lap.
The resulting straight-line behaviour can be compared throughout the weekend using the ScuderiaFans F1 Top Speed Comparison.
Four Straight Mode zones will help reduce drag
Sepang’s four Straight Mode zones should also help teams control energy demand by reducing aerodynamic drag during some of the fastest sections of the lap. The system allows the front and rear wings to change their angle of attack simultaneously in the designated areas.
The FIA has set the Power Limited Distance at 3,365 metres, shorter than the 3,796 metres used at Baku. At the same time, the Maximum PU Power Reduction Rate increases from 50 kW per second in Azerbaijan to 100 kW per second at Sepang.
Specific exceptions to the electrical power-management rules are also provided, while the sections between Turns 5 and 6 and Turns 12 and 13 carry a high-speed threshold of 270 km/h.
Turns 5 and 6 could become one of Sepang’s key performance tests
The sequence between Turns 5 and 6 will be particularly interesting from a pure performance perspective. Simulations indicate that the section could potentially be taken flat-out at around 290 km/h.
That figure should still be treated cautiously before the cars run on track. Predictive models can be optimistic through very fast corners, meaning practice data will be required to establish how much speed the drivers can genuinely carry through the sequence.
The balance between high-speed performance and tyre behaviour will also matter throughout the weekend. The implications of the Malaysian track characteristics and compound allocation for Ferrari are explored in our analysis of why Pirelli’s Sepang tyres may suit the SF-26 better than Baku.
Energy distribution could matter more than outright scarcity
Overall, Sepang appears likely to present a less severe electrical energy-management problem than Baku. The number of recovery opportunities around the lap should reduce the danger of exhausting the electrical component too early, even with the circuit’s significant straight-line demands.
The challenge instead becomes one of optimisation: deciding where energy should be recovered, where it should be deployed and at which points the MGU-K contribution should be reduced or ended. The combination of braking zones, acceleration phases and Straight Mode areas gives engineers several variables to balance over a lap with very different technical demands.
For Ferrari and its rivals, the Bahrain Grand Prix should therefore provide an important test not only of outright power but of how efficiently the complete power-unit system is managed across Sepang. Further analysis of the Scuderia’s solutions and operating compromises can be found in the Ferrari technical analysis section.
First Sepang pitlane images reveal how Ferrari and Mercedes are adapting
Ferrari has arrived at Sepang with a visible change to the lower front section of the SF-26 as the first technical developments emerge ahead of the relocated 2026 Bahrain Grand Prix. Mercedes has also brought the opening elements of a substantial upgrade programme, while the latest McLaren package provides another interesting point of comparison as Formula 1 prepares for one of the most complete technical tests of the season.
Formula 1 returns to Malaysia for the first time since 2017, with the Sepang International Circuit hosting the Bahrain Grand Prix from October 2-4 as the 16th round of the 2026 season. The complete timetable and circuit information can be found in the 2026 Bahrain GP at Sepang weekend guide.
Why Sepang is a complete technical test for the 2026 F1 cars
The Sepang International Circuit measures 5.543 kilometres and features 15 corners, comprising 10 right-handers and five left-handers, together with two long straights. Its layout combines heavy braking, high-speed direction changes and more technical sections, demanding a careful compromise between downforce, aerodynamic efficiency, stability and traction.
Compared with Baku, teams need a much more complete car in Malaysia. Turns 5 and 6 require stability and aerodynamic load, while Sepang’s long straights reward efficiency and top speed. Several slower exits also place additional emphasis on traction and torque management.
The track’s considerable width allows drivers to experiment with different lines. The opening sector combines heavy braking with changes of direction and slow acceleration zones, the middle part of the lap places greater emphasis on balance, and speed and efficiency return to the forefront in the final sector before the braking area for Turn 15.
Straight Mode creates four important zones around Sepang
One of the most interesting technical aspects of the weekend will be the use of Straight Mode. The FIA has identified four sections in which the cars can simultaneously alter the angle of attack of their front and rear wings to reduce drag.
Those areas are the main straight, the section between Turns 3 and 4, the run between Turns 8 and 9, and the section between Turns 14 and 15. Their positioning means aerodynamic efficiency and the management of the active wing configurations will form an important part of the lap.
Overtake Mode could be crucial on Sepang’s main straight
Overtake Mode has an equally clear configuration. The detection point will be positioned at the exit of Turn 15, with activation beginning at the start of the main straight.
A driver running within one second of the car ahead will therefore be able to benefit from the additional electrical profile provided by the 2026 regulations on the following lap. With Sepang’s long start-finish straight, that could make the final corner and the quality of the exit particularly significant when drivers are fighting for position.
The Malaysian climate adds another variable. High temperatures and humidity increase the cooling demands placed on the brakes and power units, while the circuit’s substantial lateral loads place particular stress on the front-left tyre. Rain can also transform conditions within minutes, as has often been the case at Sepang.
Tyre behaviour will therefore be another important part of the competitive picture, with the implications for Maranello explored further in our analysis of why Pirelli’s Sepang compounds could suit the Ferrari SF-26 better than Baku.
Mercedes starts major Sepang upgrade programme
Mercedes has brought its first new components to Malaysia as part of what is planned to become a substantial upgrade package involving areas from the sidepods to the floor.
The first pitlane images show a more pronounced downward slope in the sidepods as they approach the floor. The geometry bears a closer resemblance to the philosophy seen on Red Bull and, interestingly, to the solution McLaren used before introducing its Baku upgrade.
Another particularly visible change concerns the engine cover, which now features additional shark-gill openings. Cooling is clearly an important consideration for Mercedes in Malaysia given the high ambient temperatures and the reliability problems previously experienced by its power units.
Ferrari modifies the SF-26 splitter at Sepang
Ferrari has also arrived with new components, and the most interesting early detail appears in the lower front section of the SF-26 chassis. The first images suggest that Maranello has once again modified the splitter.
This is an important component because it contributes to the management of airflow travelling towards the floor and therefore influences the effectiveness of the underfloor aerodynamics. Ferrari had already worked on this region earlier in the season, making the latest interpretation particularly relevant to the continuing development of the SF-26.
The precise geometry and full scope of the change will become clearer once more detailed photographs are available, but the intervention indicates that Ferrari is continuing to refine an aerodynamic area that has already received attention during 2026.
The development arrives after Baku exposed several compromises in the current Ferrari package. Straight-line performance, aerodynamic efficiency and the operating window of the SF-26 all became important talking points during the Azerbaijan weekend, contributing to the broader discussion over what Baku revealed about Ferrari’s competitive position.
Sepang presents a very different challenge, however. Its mixture of fast corners, traction zones and long straights should provide engineers with a much broader assessment of whether the latest refinements help the SF-26 across several different performance areas.
McLaren moves closer to Ferrari’s sidepod-floor approach
The latest images from Malaysia also provide another opportunity to compare how Formula 1 teams are managing the complex interaction between the sidepods and floor. Although different concepts remain in use, the field appears increasingly concentrated around a small number of aerodynamic philosophies.
McLaren is particularly interesting because the team substantially changed the interface between the sidepod and floor with the package introduced at Baku. The latest geometry appears considerably closer to Ferrari’s solution, even though important differences remain in the overall management of airflow towards the floor and the rear of the car.
That convergence makes Sepang an especially valuable circuit for comparison. The combination of high-speed aerodynamic load, heavy braking, traction, long straights, heat and potentially changing weather conditions should expose how effectively each team has balanced its competing requirements.
Sepang will reveal whether the first upgrades deliver
The opening pitlane images have already provided useful clues, but the true significance of the changes will only become apparent once the cars are running. Ferrari’s splitter modification, Mercedes’ revised sidepod and cooling arrangements, and McLaren’s evolved airflow philosophy will all have to operate across a circuit that demands far more versatility than Baku.
For Ferrari in particular, the weekend provides another opportunity to understand how the SF-26 responds when both aerodynamic load and efficiency matter simultaneously. With the season moving into its final phase and development increasingly relevant to the team’s broader technical direction, Sepang should provide an important benchmark for the strengths and remaining limitations of the current package. Further Ferrari-specific technical coverage can be followed in the ScuderiaFans technical analysis section.
Ferrari SF-26 deficit divides Lewis Hamilton, Charles Leclerc and Fred Vasseur
Ferrari’s SF-26 deficit has produced different assessments from Lewis Hamilton, Charles Leclerc and team principal Fred Vasseur. While Lewis Hamilton identifies the power unit as the Maranello team’s main weakness, Charles Leclerc believes Ferrari can no longer reduce its problems to the engine alone, with chassis and aerodynamic performance also requiring improvement.
For months, the leading figures at Ferrari have made no secret of an evident power-unit deficit. Neither ADUO 1 nor ADUO 2 was enough to bring Ferrari level with the Mercedes and Red Bull engines, and attention has therefore shifted towards 2027, when the team hopes a new power unit can close the gap or at least reduce it significantly.
Ferrari considers a different power-unit concept for 2027
It is no coincidence that Maranello is considering a power unit that is conceptually different, with the aim of giving Lewis Hamilton and Charles Leclerc a stronger weapon in races than they have had during this championship.
However, the question is whether Ferrari is also at the highest level in terms of chassis and aerodynamics. The answers offered by the two drivers and Fred Vasseur between Baku and Thursday at Sepang suggest that their views are not perfectly aligned. Ferrari’s recent competitiveness can also be considered alongside the wider question of what Baku revealed about the SF-26 relative to its rivals.
Fred Vasseur: Ferrari’s chassis advantage may have disappeared
During the press conference around the Azerbaijan Grand Prix, Fred Vasseur addressed the subject without offering complete certainty, as reported by AutoRacer.
“There is a kind of convergence happening on the chassis, because you can improve much more quickly than with the engine. I think the advantage we have on the chassis is smaller, or perhaps it is no longer there. I don’t know, because it isn’t simply a question of chassis or engine. But if we consider the engine deficit we estimate we have, the chassis is not our main problem.”
The balance between Ferrari and its competitors can also be explored through the Ferrari vs F1 Rivals statistics, which provide a broader comparison of the Scuderia’s performance against the other leading teams.
Charles Leclerc says Ferrari cannot blame everything on the engine
On Thursday at Sepang, Charles Leclerc made it clear that he believes the SF-26’s problems now extend beyond the power unit.
“I firmly believe that we have a power deficit compared with our rivals, but by now we cannot reduce everything to that. On the chassis and aerodynamic side as well, the others are catching up and recently they have brought significant upgrades that have made them very strong in the corners too. We need to improve in every area.”
The Sepang weekend therefore represents another important reference point for understanding how the SF-26 performs under different conditions, with Pirelli’s Sepang compounds potentially presenting Ferrari with a different challenge from Baku.
Lewis Hamilton identifies Ferrari’s engine as the main problem
Lewis Hamilton appeared to have the clearest view of the situation on Thursday at Sepang, identifying the power unit as Ferrari’s principal weakness.
“Our main problem is the engine and we are not hiding from that. We know it. Every weekend we have a deficit of four tenths, if not six tenths, purely in terms of power on the straights. We are aware of it and it is an area we have to work on. They are working hard to try to solve this problem for next year.”
The three assessments therefore share one central point: Ferrari has a power-unit deficit. Where they differ is in how much of the SF-26’s overall performance gap can still be attributed to the engine alone. Lewis Hamilton places the greatest emphasis on power, Charles Leclerc believes chassis and aerodynamics must now be included in the analysis, while Fred Vasseur acknowledges that Ferrari’s previous chassis advantage may have reduced or disappeared.
Charles Leclerc warns Ferrari problem now goes beyond power-unit deficit
Charles Leclerc believes Ferrari can no longer explain its deficit to Formula 1’s leading teams through the power unit alone. Ahead of the weekend at Sepang, the Monegasque acknowledged that the Scuderia remains down on power but warned that its rivals have also made significant advances with their chassis and aerodynamics, leaving Ferrari with work to do in virtually every area.
The Italian team will introduce some new components in Malaysia, although Charles Leclerc has played down expectations of a dramatic transformation. He also offered another emphatic defence of Fred Vasseur, arguing that the continued speculation surrounding the Ferrari team principal has begun to become disrespectful and can create unnecessary distractions inside the organisation.
Charles Leclerc gives Fred Vasseur his full support
Charles Leclerc’s confidence in Fred Vasseur remains unchanged despite the speculation that has surrounded the French manager’s future over recent weeks. The Ferrari driver stressed not only how important he considers the team principal to the Scuderia’s future, but also the effect that repeated rumours can have on the people working inside the team.
“I have always said how much I trust Fred and how important he is for the team,” Charles Leclerc explained at Sepang. “We have a very special relationship, but beyond that I think he is extremely capable at his job. He has been very valuable so far and I am convinced he will continue to be in the years ahead.”
The Monegasque identified people management as one of Fred Vasseur’s greatest qualities, describing it as a crucial skill for anyone occupying the role of Formula 1 team principal.
“I think his best quality is knowing how to manage people, and that is exactly what you need to be good at when you have that role. He knows which words to use and, above all, he knows what conditions to put someone in to get the maximum out of them. That is why I think he is so important for the team.”
Ferrari rumours are creating an unwanted distraction
Ferrari recently reiterated its full public confidence in the team principal. Charles Leclerc welcomed that intervention while making clear that, internally, there had never been uncertainty over Fred Vasseur’s position.
“I don’t think there has ever been any doubt inside the team that Fred has all of our support. Sometimes, though, it is necessary to make that clear to the outside world as well. For me it does not change much because I know what the situation is inside the team, and that is the most important thing.”
He then added: “I just wish that sometimes there were fewer of these stupid rumours.”
Like Lewis Hamilton, Charles Leclerc has tried to distance himself from much of the noise surrounding Ferrari. The Monegasque explained that he has removed social media from his daily routine, meaning he is less directly exposed to speculation, although he knows that the effect is unavoidable in an organisation employing hundreds of people.
“Personally, I have removed everything related to social media, so I don’t see much of what happens around us. Obviously, though, you hear what is being said and many people inside the team know what is going on. It certainly isn’t positive for the calmness of the team.”
For the Ferrari driver, the issue is not purely emotional. The discussion generated by repeated speculation can take attention away from the work that should be absorbing the team’s energy.
“By definition, you end up spending time talking about the wrong things. At the factory we need everything and everyone pushing in the same direction. If these kinds of rumours are around, maybe you spend a little more time talking about them, and that is not pleasant.”
Charles Leclerc did not attempt to quantify how much such an atmosphere might affect performance, but he was clear that it offers no benefit.
“I don’t think it is something you can evaluate in black and white. It is difficult to quantify the effects, but it certainly does not help. And honestly, it is not nice to see certain things.”
His strongest criticism concerned what he regards as a lack of respect towards people already working at their limit.
“We are all trying to do our best, Fred first of all. Everyone inside the team is pushing to the limit and I find it a little disrespectful to see so many rumours circulating. Accepting criticism is part of our job, but when certain things are continually spread, I think at some point they become disrespectful.”
Charles Leclerc says Ferrari’s problem is no longer only the engine
The Monegasque then turned to Ferrari’s technical situation and offered a broader assessment of the SF-26’s current limitations. The power-unit deficit remains a problem, but he no longer believes the engine alone can explain the gap to the leading opposition.
“I firmly believe that, yes, we have a power deficit compared with our rivals, but by now you cannot reduce everything to that. On the chassis and aerodynamics side, the others are also catching up, and recently they have brought significant upgrades that have made them very strong in the corners as well. We need to improve on every front.”
The concern reflects what Ferrari has experienced over the latest races. Mercedes remains the benchmark, while Red Bull and McLaren have made progress that has altered the competitive picture. The broader question over Ferrari’s position after Azerbaijan was already highlighted by the analysis of what Baku exposed about the SF-26.
Tyres remain another major Ferrari priority
Tyre management is another area where Ferrari still needs to improve, although Charles Leclerc does not believe the difficulties of getting the 2026 tyres to work consistently are unique to the Scuderia.
“This season’s tyres are very difficult for everyone to understand. There are weekends when some teams suffer drops that are difficult to explain simply through the characteristics of the cars. The cars are much more complicated to optimise than in the past, but I think getting the tyres into the correct window has also become much more difficult.”
For that reason, tyres remain an important development priority without becoming the only focus.
“We need to improve on every front. The tyres are a priority in themselves simply because it is very, very difficult to get them into the correct window.”
The way the compounds behave across longer runs can also be followed through the F1 Tyre & Stint Analysis, particularly relevant at Sepang where thermal degradation and tyre management are expected to play an important role.
Ferrari brings new SF-26 parts to Sepang but expects no revolution
Ferrari will introduce several new elements during the Malaysian weekend. However, Charles Leclerc has deliberately lowered expectations, stressing that they should be viewed as incremental developments rather than a package capable of radically changing the competitiveness of the SF-26.
“We have a few things coming. I don’t think they will be fundamental changes capable of revolutionising our performance or our pace, but they will definitely be small steps in the right direction, and that is what we need.”
The developments form part of a wider effort to improve the car, with Ferrari preparing new SF-26 components for the Sepang weekend. Further technical work also targets areas including the floor, diffuser and active-wing hydraulics.
Charles Leclerc pointed directly to the development work carried out by Ferrari’s rivals as an example of the incremental progress the Scuderia now needs to reproduce.
“That is what McLaren has done and it is what Red Bull has also done recently. We will have to see Mercedes, because I have heard they are bringing quite an important package this weekend and it will be interesting to watch.”
Sepang should suit Ferrari better than Baku
On paper, Sepang should provide a more favourable environment for Ferrari than Baku, particularly because the Malaysian circuit places less emphasis on the exceptionally long straights that exposed the SF-26’s limitations in Azerbaijan. However, Charles Leclerc does not expect the underlying competitive order to change dramatically.
“I think this track should be a little more positive compared with Baku, where there were very long straights. But the picture has not changed much in the last few races: Mercedes is clearly ahead, while McLaren and Red Bull have made a significant step.”
Ferrari’s immediate objective is therefore to use its new parts to reduce the gap to Red Bull and McLaren rather than expecting to challenge Mercedes immediately.
“We will have some new things on the car and hopefully they can help us stay ahead of Red Bull and McLaren. However, I don’t think they will be enough to allow us to fight with Mercedes.”
For Ferrari, Sepang will therefore provide another measure of whether incremental improvements to the SF-26 can begin closing a deficit that Charles Leclerc now believes extends well beyond power-unit performance alone.
Sepang tyre simulation predicts high wear from lateral loads and abrasive asphalt
Formula 1 returns to Sepang after nine years with simulations pointing towards significant tyre wear caused by high lateral loads, abrasive asphalt and the hot Malaysian conditions. Pirelli has selected the C2, C3 and C4 compounds for a circuit that requires a medium-high downforce configuration and could also be affected by rain across all three days.
The Malaysian venue returns to the championship as the host of the Bahrain Grand Prix, which has been moved away from Sakhir because of the continuing difficult situation in the Bahrain Gulf. The full weekend programme and characteristics of the venue can be found in the 2026 Bahrain GP at Sepang schedule and circuit guide.
George Russell returns to winning form in Baku
Formula 1 heads straight to Asia after an unusual Azerbaijan Grand Prix weekend that brought the European leg and the middle phase of the championship to a close.
The tenth Azerbaijan Grand Prix ended with victory for George Russell in the Mercedes, converting an easy pole position from Friday despite a more closely fought finish against Max Verstappen. The Red Bull driver closed in after the Safety Car interventions but ultimately finished second.
Kimi Antonelli recovered to fifth after making an error in qualifying that had left him starting from 16th on the grid. Red Bull also celebrated a strong podium result, with Max Verstappen second and Isack Hadjar third on his return from a wrist injury.
Ferrari struggled considerably, particularly along Baku’s extremely long final straight, and could manage only fourth place for Charles Leclerc and sixth for Lewis Hamilton. The difficulties encountered by the SF-26 in Azerbaijan were also examined in the analysis of what Baku revealed about Ferrari’s competitive position.
McLaren endured a particularly difficult weekend. Lando Norris retired after being caught up in an incident with Franco Colapinto at the restart following the first Safety Car period, which also ruined Alpine’s strong showing. Oscar Piastri finished only 13th after running wide at Turn 1 following the second Safety Car.
Sepang demands a medium-high downforce configuration
After nine years away, Formula 1 returns to one of the most complete and technically demanding circuits of the modern era. Sepang combines two extremely long straights with fast, sweeping corners that place significant demands on both the drivers and the tyres.
The aerodynamic set-up therefore requires a compromise. Teams need enough downforce to maximise speed through the long, fast corners, while also limiting drag sufficiently to achieve competitive top speeds on the two major straights.
The most effective solution is expected to be a medium-high downforce configuration, providing enough aerodynamic support through the technical sections without sacrificing too much straight-line performance.
Mechanically, the absence of particularly aggressive kerbs should allow teams to run the cars lower and stiffer than at some other circuits. However, engineers will still have to account carefully for the substantial load transfers generated through Sepang’s long corners.
Pirelli chooses C2, C3 and C4 for Formula 1’s Sepang return
The available circuit data is now outdated and insufficient after such a long absence from the calendar. Pirelli has therefore selected the three compounds from the middle of its range: C2, C3 and C4.
It is nevertheless an aggressive selection considering the high lateral stress, significant asphalt abrasion and very high temperatures expected in Malaysia. The reasons why these compounds could create an interesting challenge for Ferrari are explored further in the analysis of Pirelli’s Sepang tyre selection and the SF-26.
Simulations point to high tyre wear at Sepang
According to the simulations, Sepang is expected to be particularly demanding on the tyres because of the combination of strong lateral forces and the circuit’s highly abrasive asphalt.
As was the case with the Spanish Grand Prix at the new Madring circuit, the lack of recent historical data means those projections could change as teams and Pirelli collect real information during the weekend.
Several parts of the lap stand out as critical. Turn 1, known as The Snapper, features heavy downhill braking after the very long pit straight and can easily lead to the inside front tyre locking.
The middle sector, from Turns 5 to 8, presents a continuous sequence of high-speed direction changes. This section places particularly heavy lateral loads through the tyres and is expected to be the most demanding part of the circuit for both the rubber and the drivers. A mistake through this sequence can compromise the remainder of the lap.
The final section also presents a significant challenge. The Turns 14-15 hairpin requires difficult combined braking before drivers need strong traction on exit to maximise speed along the final straight.
Left-side tyres expected to face the greatest stress
Overall tyre wear is expected to be high because of the rough surface and the lateral loads generated particularly through the second sector. The left-side tyres should face the greatest stress because Sepang contains a higher number of right-hand corners.
Once running begins, compound behaviour, stint lengths and degradation patterns can be followed through the F1 Tyre & Stint Analysis, which provides additional context for how the different compounds perform over longer runs.
Rain could transform the Sepang strategy
Weather represents another major variable. Malaysia is currently in its monsoon period, bringing considerable instability and the possibility of sudden thunderstorms capable of completely changing team strategies and, in extreme circumstances, even causing red flags.
If rain arrives, the likelihood of incidents also increases, along with the possibility of Virtual Safety Car or Safety Car interventions. Those interruptions could create further strategic opportunities and become decisive factors in determining the outcome of Formula 1’s return to Sepang.
Ferrari’s hidden Sepang challenge: the technology keeping the SF-26 running
When Ferrari sends the SF-26 out of the garage at Sepang, the car itself represents only the visible part of a much larger operation. Behind every lap sits an infrastructure of electrical power, cooling, connectivity, data systems and emergency procedures that must continue working without interruption throughout the Formula 1 weekend.
That hidden technological race takes on particular importance in Malaysia, where Formula 1 is returning to Sepang after almost a decade. The circuit presents a challenge not only for the car and tyres, but also for the systems supporting the entire Ferrari operation in conditions defined by high temperatures, heavy humidity and the possibility of tropical rain.
Ferrari returns to Sepang with a completely different technological environment
The return of Formula 1 to Sepang does not simply mean reopening a garage at a circuit teams already know. According to Paolo Castellani, Ferrari’s ICT, or Information and Communication Technology, Track Engineer, the technological environment surrounding Formula 1 has changed enormously during the years the championship has been away.
“Almost ten years of absence is a very long time in a sector like ours, which has experienced continuous technological growth, made even faster in recent years by the arrival of artificial intelligence and the evolution of systems supporting Formula 1,” Paolo Castellani explained to Ferrari’s official website.
The key challenge is therefore not merely returning to a familiar venue. Ferrari has to rebuild the entire technical organisation around standards, hardware and working methods that have evolved substantially since Formula 1 last raced at Sepang.
From the Ferrari garage network to real-time data management
Preparation for a Grand Prix begins long before the race team arrives at the circuit. A modern Formula 1 garage effectively operates as a highly sophisticated technological environment in which almost every system depends directly or indirectly on the reliability of the underlying infrastructure.
The SF-26 continuously generates information while running. Those data streams must be acquired, transferred and processed, while Ferrari engineers need uninterrupted access to the systems that allow them to analyse the car and make decisions during sessions.
“Despite this, the key to ensuring operational efficiency always remains the same: careful planning in the months leading up to the event,” Paolo Castellani explained.
It is a principle that underlines an important aspect of modern Formula 1. No matter how sophisticated the software or data-processing systems become, they are of limited use if the physical infrastructure supporting them is inadequate.
Before Ferrari can concentrate on the computer systems themselves, the team must therefore ensure that the environment in which those systems will operate is suitable.
“It is essential to make sure that adequate spaces are available and that the necessary electrical power and cooling capacity are guaranteed,” the Ferrari engineer added.
Why electricity and cooling matter to the SF-26 operation
Electrical supply and cooling capacity may appear far removed from the outright performance of the SF-26, but both are fundamental to Ferrari’s ability to operate the car throughout a Grand Prix weekend. Electricity powers the technological infrastructure, while cooling allows servers, network equipment and other electronic systems to remain within acceptable operating temperatures.
This becomes especially important in Formula 1 because data collection and processing form an integral part of sporting performance. A car may be competitive on the circuit, but if the infrastructure needed to acquire, transfer and analyse information becomes unreliable, a significant part of the team’s operational capability can be compromised.
Ferrari’s wider technical work around its Formula 1 project can also be followed through the site’s Ferrari technical analysis coverage, where the interaction between the car, systems and engineering operation is explored in greater detail.
Sepang does at least provide a strong foundation from an infrastructure perspective. Paolo Castellani pointed out that the Malaysian venue regularly hosts major international events, including MotoGP and high-level GT racing.
“It is a facility that regularly hosts international events such as MotoGP and high-profile Gran Turismo competitions, and it is very well managed and maintained,” he explained.
That reduces some of the uncertainty for Ferrari despite Formula 1 having been absent from the circuit for such a long period.
Sepang heat turns cooling into part of Ferrari’s race operation
The second major challenge comes from the Malaysian environment itself. Sepang is one of the venues where weather conditions can quickly become an important operational factor, affecting much more than drivers and cars.
High temperatures, extreme humidity and the possibility of intense tropical rain also put Ferrari’s technological systems under significant stress.
“Together with Singapore, Sepang probably represents the most demanding climatic challenge on the calendar,” Paolo Castellani explained. “High temperatures, very high humidity and possible heavy rain require specific measures to ensure that all systems can operate under the expected conditions.”
For Ferrari’s ICT operation, that means carefully controlling the thermal load around the equipment. Servers, network hardware, electronic systems and the devices used by engineers all generate heat while operating, and they must remain stable even when the surrounding environment is already extremely demanding.
This makes correct cooling capacity an essential part of preparation rather than a secondary concern.
“It is necessary to have appropriately sized cooling systems, which in turn require a considerable availability of electrical power,” the Ferrari ICT engineer added.
Ferrari prepares emergency systems for cooling failures
The relationship between temperature, cooling and electrical supply is therefore direct. If one part of that chain becomes inadequate, the reliability of the wider infrastructure can come under pressure.
In Formula 1, infrastructure reliability is not simply about avoiding a complete failure. It is also about preventing even a temporary interruption at a moment when engineers need immediate access to information from the car.
A network outage, power-supply problem or overheating equipment could interfere with tasks that have to be performed in real time during track sessions. Ferrari therefore prepares backup procedures for situations in which parts of the infrastructure stop operating as planned.
“We always prepare emergency procedures to manage any problems with the cooling systems, ensuring sufficient ventilation and heat dissipation to keep essential systems operational,” Paolo Castellani explained.
The objective is to design the system not only around normal operation, but also around the possibility that something could fail during the weekend.
The technology behind Ferrari can no longer afford to stop
That dependence on technology has fundamentally changed the nature of a modern Formula 1 garage.
“In modern Formula 1, garage activities increasingly depend on the reliability of the IT infrastructure,” Paolo Castellani stressed.
The garage is no longer simply the physical location where mechanics prepare and repair the car. It has become an operational hub linking the SF-26, engineers and digital systems in a continuous flow of information.
That evolution can also be understood through Paolo Castellani’s own career, which began during a very different technological period.
“It was 1997 and many companies, including Ferrari, were entering a new technological era,” he recalled.
At that time, laptops, email and mobile connectivity were only beginning to transform working practices. Bringing technology to Formula 1 circuits around the world therefore presented challenges that would appear almost unrecognisable today.
“There was no real global network and operating in distant countries such as Australia, Malaysia or Brazil often meant facing difficulties that seem unimaginable today, even when simply making a phone call,” Paolo Castellani explained.
Sepang highlights how much Formula 1 technology has changed
Modern Formula 1 now travels with a vastly more sophisticated digital ecosystem. The volume of information available to engineers and the speed at which teams can use it have reached a level that would have been unimaginable at the end of the 1990s.
That is precisely what makes Ferrari’s return to Malaysia so interesting. Sepang itself is the circuit Formula 1 remembers from the past, but the technology arriving in the paddock is completely different.
The weekend therefore becomes a test not only for the SF-26 but also for the organisation supporting it. The wider demands of the venue, from weather conditions to tyre behaviour, form part of the broader challenge facing Ferrari on its return to Malaysia, with the Sepang tyre characteristics creating another important technical variable.
Paolo Castellani views that technological transformation through almost three decades spent working with Ferrari.
“It was precisely these challenges, experienced together with the Ferrari team, that fuelled my enthusiasm and my sense of belonging,” he explained. “After almost thirty years, the pride of being part of the Scuderia is the same as it was then, as is the satisfaction of having contributed to putting the cars on track every weekend and sharing some of the finest moments in the team’s history.”
The invisible Ferrari machine behind every SF-26 lap
Ferrari therefore heads into Sepang facing a circuit that is effectively new to the current Formula 1 generation, extremely demanding climatic conditions and an environment where thermal management and ICT reliability become an integral part of the race operation.
The SF-26 will naturally remain the focus when the car is on track, but behind every lap another machine will continue working out of sight. It is built from data, electrical power, cooling, communications and computing systems, all of which have one essential task: to remain operational without interruption.
With Formula 1’s 2026 calendar taking the championship back to Sepang after such a long absence, Ferrari’s Malaysian challenge is therefore not confined to finding performance from the car itself. Keeping the entire invisible structure behind the SF-26 running may be just as fundamental to executing a successful weekend.
Lewis Hamilton hails Ferrari’s second place as huge step despite power deficit
Lewis Hamilton has defended Ferrari’s progress during the 2026 Formula 1 season, arguing that second place in the Constructors’ Championship represents a major achievement despite the team’s recent difficulties and significant power deficit.
The comments came in Malaysia after several days of renewed scrutiny around the Maranello team. Ferrari has gone five Grands Prix without a podium, while speculation has also surrounded the position of team principal Fred Vasseur. While Charles Leclerc offered a particularly strong defence of Fred Vasseur, Lewis Hamilton placed greater emphasis on the progress made by Ferrari as a whole compared with 2025.
Lewis Hamilton points to Ferrari’s Constructors’ Championship progress
“We are second in the Constructors’ Championship, a huge step forward compared to last year, and that is despite a power deficit that averages around four tenths at every Grand Prix,” Lewis Hamilton explained, highlighting what he sees as an important measure of Ferrari’s progress.
The seven-time world champion has been making a similar point for several races, effectively treating second place in the teams’ standings as an extremely significant result given the limitations Ferrari has faced.
“Sometimes the gap reaches six tenths, yet we have delivered some really strong performances. That demonstrates the excellent work done by the people at the factory,” the British driver added.
The assessment is consistent with Lewis Hamilton’s broader comments at Sepang, where he also backed Fred Vasseur while discussing Ferrari’s structure and power deficit.
Hamilton believes negativity is overshadowing Ferrari’s progress
Lewis Hamilton also argued that the constant negativity surrounding Ferrari risks diminishing the significance of the improvements already made.
“I think all this negativity ends up diminishing those results,” he continued. “Of course, we are not yet where we would like to be, but you do not go directly from last year’s experience to first place. It is a gradual process: this year we have laid solid foundations that we need to keep building on. We are not perfect yet, but I really believe we can get there.”
For Ferrari supporters, however, there is an unavoidable familiarity to that message. With a touch of irony, the argument could be reduced to the traditional “we’ll win next year” refrain that has become symbolic of the long wait endured by fans of the Scuderia over almost two decades.
Ferrari targets long-run pace at Sepang as Mercedes unveils key upgrade package
Formula 1 returns to Sepang with Mercedes preparing a major upgrade package and Ferrari looking towards tyre management and long-run performance for an opportunity to end a five-race podium drought. The Malaysian circuit presents one of the championship’s most complete technical challenges, combining very different corner types, demanding energy management and potentially severe thermal tyre degradation.
That combination offers a small source of hope for Ferrari, while Mercedes is preparing to move forward with developments that have been anticipated for some time. The Brackley team’s package also represents a response to the upgrades McLaren introduced in Baku, adding another technical dimension to a Malaysian weekend already full of variables.
Sepang presents a completely different challenge from Baku
At Sepang, the teams and drivers face a scenario almost completely opposite to the one encountered in Azerbaijan. Baku was dominated by 90-degree corners, which made the search for an effective balance more straightforward. Malaysia instead features changes of direction and corner profiles of virtually every kind.
Medium- and low-speed hairpins such as Turns 1, 2, 9 and 15 are combined with faster, flowing sections, making it particularly difficult to find a set-up capable of performing well everywhere. While traction on corner exit was one of the main priorities in Baku, Sepang also places much greater emphasis on mid-corner stability and front-end precision.
The Malaysian venue therefore represents an important test of each car’s chassis and aerodynamic qualities while simultaneously placing significant demands on the power unit. More information on the characteristics of the returning venue, session times and weekend format can be found in the 2026 Sepang F1 schedule and circuit guide.
There are several sections taken at full throttle, as demonstrated by the four active-aerodynamics activation zones. That could lead to different approaches to electrical-energy deployment and create conditions that tend to favour overtaking.
Energy management itself will not be straightforward. Teams will need to recharge the battery on the straights, partly because the braking system is used relatively little around the lap. Brembo estimates that drivers spend approximately 14% of the total lap time braking.
Mercedes prepares long-awaited Sepang upgrade package
Despite holding only a small advantage over Max Verstappen at the chequered flag in Baku, Mercedes was comfortably the strongest overall force during the Azerbaijan weekend. However, that circuit was particularly well suited to the W17, highlighting the car’s power-unit performance, traction, aerodynamic efficiency and energy-management strengths.
Under normal circumstances, Sepang would therefore be expected to reduce Mercedes’ advantage. The difference this time is that the team will introduce a substantial development package in Malaysia.
Expectations are high because the new components have been developed in the wind tunnel over several months. Mercedes’ previous significant changes date all the way back to the Canadian Grand Prix, and the team now hopes the new package can help restore the level of superiority it enjoyed earlier in the season. The scale of the W17’s performance advantage this year has also been examined in the analysis of Mercedes’ 2026 performance.
Another interesting question will be which Mercedes driver becomes the reference point at Sepang. George Russell showed excellent form in Baku, although that circuit was dominated by braking zones tackled with the steering wheel relatively straight. Malaysia brings a return to combined braking, an area in which Kimi Antonelli has demonstrated a driving style particularly effective with this generation of cars and tyres.
Mercedes, McLaren and Red Bull enter another development battle
Mercedes’ upgrades are also intended to respond to McLaren’s recent development work. The reigning world champions endured a particularly difficult weekend in Baku, one of the circuits least suited to the MCL40.
Even so, the aerodynamic data confirmed that McLaren’s new components were working correctly, despite their full benefits not being visible in Azerbaijan. That means the two Mercedes-powered teams will arrive in Malaysia with significant interest surrounding the performance of their latest technical packages.
Red Bull must also be watched closely after recording three consecutive podium finishes. Monza and Baku were circuits that suited the RB22, but the car is also showing broader progress through a combination of development work and set-up choices.
Ferrari looks to Sepang tyre degradation for an opportunity
Ferrari arrives in Malaysia amid a difficult run of results that has also intensified speculation surrounding Fred Vasseur’s future. The SF-26 is still waiting for the developments planned for the triple-header in the Americas, upgrades considered important in the attempt to move away from the perception that the Scuderia has become Formula 1’s fourth-fastest team. The concerns raised by its recent performance were already evident in Ferrari’s difficult Baku weekend.
The power-unit weaknesses are expected to be felt again at Sepang. On the other hand, the Italian team may be able to exploit some of the SF-26’s aerodynamic strengths, particularly its front-end precision, on a circuit where confidence and accuracy through the faster changes of direction are important.
Ferrari is also placing significant emphasis on its long-run pace. Energy-management demands should encourage overtaking during the race, while the tyres are expected to suffer high levels of thermal degradation.
Sepang generates a considerable amount of energy through the tyres, but the asphalt is an even more significant factor. Much of the surface remains unchanged from Formula 1’s previous visit in 2017, with the passing years increasing its roughness.
Pirelli tyre choice could make race pace decisive
The section resurfaced in 2023 between Turns 6 and 12 has a similarly high level of abrasiveness. The characteristics are comparable to Bahrain, which represents the highest level of asphalt abrasiveness on the championship calendar.
Pirelli has also selected an aggressive combination of the C2, C3 and C4 compounds. Together with Sepang’s demanding surface, that is expected to produce the highest thermal degradation seen over the previous two months of competition.
Those conditions could shift the teams’ preparation away from outright qualifying performance and towards longer runs, tyre management and consistency over a race stint. The reasons why the Sepang tyre compounds could offer Ferrari a better opportunity than Baku therefore become particularly relevant heading into the weekend.
For Ferrari, that could be one of the most important aspects of the Malaysian Grand Prix. The SF-26 may again face a disadvantage in outright power, but a race dominated by degradation and tyre management would place greater emphasis on characteristics beyond pure straight-line performance.
Malaysia weather adds another major uncertainty
The weather represents another major unknown. Afternoon thunderstorms are frequent in Malaysia and could give the 2026 Formula 1 cars their first opportunity to run in wet conditions.
Such a scenario includes provisions for reduced electrical power and only partial use of active aerodynamics. The greater concern for the teams is that rain could arrive during free practice, precisely when everyone will want to complete as many laps as possible and gather data at a circuit that has been absent from the Formula 1 calendar for almost a decade.
With a technically demanding layout, challenging energy management, major Mercedes upgrades, potentially severe tyre degradation and unpredictable weather, the Malaysian weekend promises a wide range of variables. That combination only adds further interest to Formula 1’s long-awaited return to Sepang.
Lewis Hamilton backs Fred Vasseur but says Ferrari structure can improve
Lewis Hamilton has no doubts that Fred Vasseur is the right person to lead Ferrari and continues to have the full support of the team. However, speaking at Sepang, the seven-time Formula 1 world champion went beyond simply defending the French team principal, suggesting that aspects of Ferrari’s wider management structure could still be improved.
Addressing the situation that has developed over recent weeks, Lewis Hamilton stressed that not everything at Maranello depends on Fred Vasseur because there are further levels of decision-making above the team principal. The British driver also admitted that there are changes he personally would make, although he stopped short of revealing what they are.
Lewis Hamilton gives Fred Vasseur his full backing
The subject has returned to prominence following recent speculation over Fred Vasseur’s future, which Ferrari rejected by publicly reaffirming its complete confidence in the team principal. The wider question of how authority is structured above Fred Vasseur at Ferrari has also attracted increasing attention.
“I think Fred has full support,” Lewis Hamilton made clear. He then expanded on the importance of creating the right environment around the team principal. “Structure is very important, as is stability. Ultimately, in any company it is essential that everyone is rowing in the same direction.”
According to Lewis Hamilton, there is a danger of focusing too heavily on the team principal whenever something at Ferrari does not go according to plan. The position itself has changed hands repeatedly over the years, but the Ferrari driver believes Fred Vasseur remains the right leader for the job.
“Here there often seems to be a lot of focus on one person and one role. Over the years we have seen many people change in the position Fred holds today, but he is a fantastic leader. He really is the right person to take this team in the right direction.”
Hamilton believes Ferrari’s wider structure could improve
Lewis Hamilton’s most significant comments went beyond Fred Vasseur himself. While defending the team principal, the seven-time world champion stressed that Ferrari’s Formula 1 operation is part of a broader structure that has existed for some time and may need to be reconsidered in the future.
“There is, however, a structure that has existed for a long time and we need to understand whether it will need to be improved in the future. There are also people above Fred, so it is not something that concerns just one individual.”
That point was raised again when Lewis Hamilton was asked to compare Fred Vasseur’s situation with Toto Wolff’s position at Mercedes, where the team principal is also a shareholder.
“There are changes I would make, but I’m not going to say what they are. Toto is in a different position compared to Fred and the structure is also very different.”
Lewis Hamilton nevertheless highlighted the progress Ferrari has made with Fred Vasseur at the helm, pointing to the team’s current second place in the Constructors’ Championship as an important improvement compared with the previous season.
“Fred has led the team and contributed to the changes made over the last year. He has helped us get to second place in the Constructors’ Championship and that is a big step forward compared to last season.”
Hamilton says Ferrari loses four to six tenths through power
There was also a very specific technical weakness in Lewis Hamilton’s assessment of Ferrari’s current situation. According to the British driver, the biggest deficit affecting the Scuderia is the power unit, with the loss on the straights costing several tenths of a second each weekend.
“The gap we have is simply on the engine and it is not something we are hiding from. We know that every weekend we are paying four tenths, if not sometimes six tenths, purely through power on the straights.”
The problem was particularly relevant during the recent Baku weekend, where straight-line performance and power-unit efficiency played an especially important role. Ferrari’s difficulties in Azerbaijan were also visible in the recorded Baku top-speed figures.
“We are aware of the situation and it is something we have to try to work on. They are working hard to solve the problem for next year.”
Recorded straight-line performance can also be explored through the F1 Top Speed Comparison, which allows speed references from different sessions and drivers to be compared.
Lewis Hamilton frustrated by negativity around Ferrari
Lewis Hamilton then widened the discussion to the work taking place both at Maranello and within the race team, admitting his frustration with the level of pressure that accompanies every difficult Ferrari weekend.
“For me, it is frustrating to see all this negativity. You see other people make mistakes and not much is said. If we make the same mistake, or if we are simply not perfect — and we know we are not — for some reason at Ferrari everything becomes ten times worse.”
At the same time, Lewis Hamilton acknowledged that this intense scrutiny is partly unavoidable because of Ferrari’s unique place in Formula 1.
“It is also something you have to expect because Ferrari is the most followed team and by far the most iconic.”
Hamilton explains how criticism affects Ferrari personnel
Over the years, Lewis Hamilton believes he has built a barrier between himself and much of what is written or discussed externally. However, he acknowledged that not everyone within Ferrari is able to remain unaffected by the constant criticism.
“I don’t read these things, so they have zero effect on me. But I see that they have an impact on some people in the team.”
The pressure, Lewis Hamilton explained, extends beyond the paddock and can reach the families of Ferrari employees as well.
“Every weekend they try to turn up and do the best job possible, but things do not always go perfectly. When families send you messages about the negative things they are reading, when people in the factory read all of this despite giving everything they have, sometimes it almost feels as though there is nothing you can do right.”
His advice to those inside the team is therefore to distance themselves from the external noise and concentrate on the work taking place behind closed doors.
“My message is not to read what is written. The people reporting certain things are not inside the team, they do not know what happens behind closed doors and they do not know how hard everyone is working. They are assumptions and opinions.”
Lewis Hamilton remains confident Ferrari will reach its target
Despite the technical difficulties, management scrutiny and pressure surrounding the Scuderia, Lewis Hamilton remains convinced that Ferrari is moving towards where it ultimately wants to be. He accepts, however, that the process may take longer than some around the team had hoped.
“We will simply continue to focus on doing the best job possible, regardless of what is written. We will get where we want to be. It will take more time. I knew we would not get where we wanted to be already in the second year, but I hope that, thanks to everyone’s hard work, maybe next year we can get where we deserve to be.”
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