2026 F1 Bahrain Grand Prix 199
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 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.”
Charles Leclerc strongly defends Fred Vasseur amid Ferrari rumours: “It is disrespectful”
Charles Leclerc has delivered a powerful defence of Ferrari team principal Fred Vasseur during the media day in Malaysia, making clear both his professional confidence in the Frenchman and the strength of their personal relationship.
With speculation surrounding Vasseur intensifying in recent days, the Monegasque driver took a firm position at Sepang. The situation around the Ferrari team principal had become increasingly uncertain following Christian Horner’s self-candidacy and the disappointing results recorded by the Scuderia over the previous few weeks.
Charles Leclerc gives Fred Vasseur his full support
Ferrari had already issued an official communication to the media the previous day, reaffirming Fred Vasseur’s position with the team. One day later, Charles Leclerc added an emphatic personal defence of the current team principal.
His comments to the media at Sepang did not appear to be a routine statement. Instead, the Ferrari driver adopted a particularly firm and heartfelt tone. In terms of emphasis, his remarks were notably different from the more conventional comments made by Lewis Hamilton at the end of the Baku weekend.
Charles Leclerc was extremely assertive when explaining his position and also highlighted the personal connection he has developed with Fred Vasseur alongside their professional relationship.
“I have always said how much confidence I have in Fred and how important he is for the team,” Ferrari’s number 16 explained. “We have a very special relationship, but beyond that, I think he is extremely competent at what he does. I think he has been incredibly valuable so far and will be just as valuable in the years to come.”
Leclerc says Ferrari never doubted Vasseur internally
Asked about Ferrari’s official statement, Charles Leclerc made clear that there had been no internal uncertainty over the support enjoyed by the French team principal.
“Ferrari’s official statement? I don’t think there have ever been any doubts within the team that he had all of our support,” Leclerc added. “But sometimes it is necessary to make that clear to the outside world as well. I just wish there were fewer absurd rumours going around.”
The speculation surrounding Ferrari’s management has also been fuelled by discussion over a potential route to Maranello for Christian Horner, adding another layer of attention around Vasseur’s position during a difficult period for the team.
Charles Leclerc criticises impact of Ferrari rumours
Charles Leclerc also returned to a familiar criticism of the media environment surrounding Ferrari, arguing that constant speculation can distract the team from the work that actually matters.
“By definition, you end up not spending time on the things that are really important,” Charles Leclerc explained. “At the factory, we need everything and everyone pushing in the same direction. If rumours like these are circulating, you end up spending more time talking about them, which is not pleasant.”
The Monegasque stressed that Vasseur and the rest of Ferrari are already pushing themselves to the limit, making the repeated speculation particularly frustrating from his perspective.
“Fred, just like all of us in the team, pushes himself to the limit, and I find it a little disrespectful to see so many rumours,” Leclerc concluded. “Accepting criticism is part of our job, but when news like this is constantly being spread, I think at a certain point it becomes disrespectful.”
For Ferrari, the focus now turns back towards its work on track, with Leclerc making his position on Vasseur unmistakably clear: the team principal continues to have his full confidence and, in the driver’s view, remains a highly valuable figure for the Scuderia.
Ferrari to introduce SF-26 T-tray and active aero updates at Sepang
Ferrari is continuing development of the SF-26, with a new package set to arrive at Sepang featuring changes to the T-tray, revised aerodynamic elements near the diffuser and an optimisation of the hydraulic system controlling the car’s active aerodynamics. The work led by Chassis Technical Director Loïc Serra is aimed not only at improving the current car, but also at laying technical foundations for Ferrari’s 2027 project.
According to Rosario Giuliana of AutoRacer.it, the Maranello team is continuing to refine the competitiveness of the SF-26 while simultaneously using its 2026 development programme to prepare solutions and concepts that could influence next year’s car.
Ferrari SF-26 upgrades for Sepang target T-tray and active aerodynamics
Ferrari approaches the Bahrain Grand Prix, which will take place at Sepang because of the current geopolitical situation, with another proactive development programme. That has been a recurring theme throughout the season, with the team continuing to introduce refinements rather than freezing development of the current car.
The package making its debut in Malaysia will serve two purposes. First, it will act as a test bed for the more substantial upgrade planned for Austin. At the same time, the work is intended to strengthen the technical base on which development of Ferrari’s 2027 car will be built.
The Sepang weekend therefore represents another important stage in the SF-26 programme, alongside the broader technical work being carried out as Ferrari prepares for the 2026 Bahrain Grand Prix at Sepang.
Ferrari modifies underfloor airflow management
More specifically, the updates will focus on airflow management beneath the car, continuing the programme of work that began at Zandvoort. Ferrari will modify the T-tray covering, while the small aerodynamic winglets positioned close to the diffuser will receive a new design.
These changes underline the continuing attention being placed on the lower aerodynamic surfaces of the SF-26, an area that remains central to the car’s overall performance. The latest developments can also be viewed in the context of Ferrari’s wider SF-26 technical development programme during the 2026 season.
Active aero hydraulics also receive an update
The least visible element of the package is also one of the most technically interesting. Ferrari has optimised the hydraulic circuit responsible for controlling the active aerodynamic system at both the front and rear of the SF-26.
The work carried out by the group led by Head of Aerodynamics Diego Tondi has focused primarily on the logic and response of the fluid-management system. Rather than representing a major visible aerodynamic redesign, the change concerns how the hydraulic system responds and manages the active aero mechanisms during operation.
This means the Sepang package combines visible aerodynamic refinements with less obvious work beneath the surface, allowing Ferrari to gather information across several areas before introducing the larger update scheduled for Austin.
Sepang upgrades also support Ferrari’s 2027 development
The importance of the Malaysia package therefore extends beyond the immediate objective of improving the SF-26. Ferrari is using the remaining development programme to validate concepts and working methods that can contribute to the next car, creating a bridge between the current season and the 2027 project.
That longer-term objective is particularly relevant as Ferrari continues to assess the technical challenges that will shape its next Formula 1 car. The team has already been examining how lessons from the SF-26 can influence the technical direction of Ferrari’s 2027 project.
Sepang will therefore provide an important opportunity to evaluate the revised T-tray area, new diffuser-adjacent winglets and updated active-aero hydraulic management before Ferrari moves on to the more extensive package planned for Austin.
Why the 2026 Bahrain GP is being held in Malaysia and the F1 precedents behind it
When the lights go out at Sepang on Sunday morning, Formula 1 will officially contest the 2026 Bahrain Grand Prix in Malaysia, with a race carrying Bahrain’s name taking place on a Malaysian circuit. The event, officially renamed the “Formula 1 Gulf Air Bahrain Grand Prix in Malaysia”, is a pragmatic solution designed to preserve a round of the championship after the original race was cancelled amid geopolitical tensions in the Middle East.
It is not the first time Formula 1 has adopted a Grand Prix name effectively “borrowed” from somewhere else. Throughout the championship’s long history, several races have been held outside the territory of the country whose name they carried. The unusual 2026 Bahrain GP at Sepang therefore has several historical precedents, each shaped by a different combination of political, regulatory or commercial circumstances.
The Swiss GP at Dijon: a ban born from the 1955 tragedy
The Swiss Grand Prix returned to the Formula 1 calendar on only two occasions after the mid-1950s, both of them at Dijon-Prenois in France: a non-championship race in 1975 and a World Championship round in 1982.
The reason can be traced back to the 1955 24 Hours of Le Mans disaster, in which more than 80 people lost their lives. The Swiss government, which was already moving towards a restrictive position on circuit-racing safety, banned motor racing on permanent circuits. The decision made it impossible to hold races on Swiss territory and consigned the old Bremgarten circuit to history.
Swiss organisers, supported by the national automobile club, therefore decided to move the event across the border while retaining its national designation. The 1982 race at Dijon was won by Keke Rosberg for Williams, giving him his first Formula 1 victory. It remains the most recent official edition of the Swiss Grand Prix. The ban was partially revised only decades later, but that did not lead to the Grand Prix returning to Switzerland.
The San Marino GP at Imola: two Italian races on the same territory
From 1981 until 2006, the Autodromo Enzo e Dino Ferrari at Imola regularly hosted the San Marino Grand Prix despite being located entirely within Italy, only a short distance from the Republic of San Marino.
The arrangement originated from the desire to secure two annual World Championship rounds for Italy. In 1980, Imola had hosted the Italian Grand Prix in place of Monza. Monza returned to its traditional place on the calendar the following year, but the Imola organisers and the San Marino federation succeeded in obtaining a second race under the San Marino flag. Italy therefore retained two events: a spring race at Imola and a late-summer Grand Prix at Monza.
The designation made it possible to comply with the rules of the period, which formally restricted the use of the same national Grand Prix name for multiple events within one country. The arrangement lasted for a quarter of a century before Imola disappeared from the calendar after 2006. The circuit eventually returned to Formula 1 in 2020 under the Emilia-Romagna Grand Prix name.
The way Formula 1 venues have hosted races under different Grand Prix identities can also be explored through the F1 Circuit Records & Statistics database, which brings together the championship history of both current and former circuits.
The Luxembourg GP at the Nürburgring: a calendar solution
In 1997 and 1998, the Nürburgring’s GP-Strecke in Germany hosted the Luxembourg Grand Prix. The German circuit lies around 80 km from the border with the Grand Duchy of Luxembourg and, despite the race name, the event was never held on Luxembourgish territory.
The reasoning was primarily organisational. The Nürburgring had already staged the European Grand Prix in 1995 and 1996. In 1997, however, the cancellation of the Portuguese Grand Prix and the addition of a second race in Spain at Jerez – itself called the European Grand Prix – created the need for a different name for the German event.
Using the title “Luxembourg Grand Prix” allowed Formula 1 to retain the Nürburgring race without creating a clash with the German Grand Prix, which was already assigned to the Hockenheimring. The same arrangement was repeated in 1998 before the Nürburgring returned to hosting the European Grand Prix the following year. It was therefore primarily a calendar and commercial-rights solution rather than an initiative rooted in Luxembourg’s motorsport history.
The two Luxembourg Grands Prix were won by Jacques Villeneuve for Williams in 1997 and Mika Hakkinen for McLaren in 1998.
The European GP at Baku in 2016: international ambition and regulatory requirements
In 2016, the street circuit in Baku, the capital of Azerbaijan, made its Formula 1 World Championship debut under the European Grand Prix name. Only from 2017 did the event become the Azerbaijan Grand Prix.
There were several reasons behind the decision. Azerbaijan, a Caucasus country on the Caspian Sea, wanted to present itself internationally as a modern nation with strong links towards Europe after already hosting major events including the Eurovision Song Contest and the European Games. Using the European Grand Prix designation helped reinforce that image.
At the same time, Bernie Ecclestone and the organisers used the name to meet Concorde Agreement requirements concerning a minimum number of races on the European continent. The Baku race, despite taking place geographically in Asia, therefore helped balance the calendar. A financially attractive contract and Formula 1’s desire to expand into new markets completed the picture.
The experiment lasted for only one season under that name. From 2017 onwards, the event competed under Azerbaijan’s own national designation. The final European Grand Prix was won by Nico Rosberg for Mercedes.
How the 2026 Bahrain Grand Prix in Malaysia fits F1 history
From Switzerland’s safety ban to Germany’s calendar manoeuvring, from Italy’s desire to retain two home races to Azerbaijan’s international ambitions, these examples show how Formula 1 has repeatedly adapted to political, regulatory and commercial constraints.
The relocated Bahrain race is the latest example. The revised 2026 Formula 1 calendar places the Bahrain Grand Prix at Sepang, while the dedicated 2026 Bahrain Grand Prix section follows the weekend’s developments from Malaysia.
The 2026 Bahrain Grand Prix in Malaysia therefore belongs to a tradition that stretches across several eras of Formula 1 history. When circumstances prevent a race from taking place in its original location, the championship has repeatedly found pragmatic alternatives – even when that means sending the cars racing under a flag that does not match the country beneath their wheels.
FIA declares Heat Hazard for Sepang as Bahrain GP faces 31°C-plus heat and rain
The FIA has declared a Heat Hazard for the 2026 Bahrain Grand Prix at Sepang, with temperatures expected to exceed 31°C during the race despite the continuing threat of rain. Teams have already received the official notification, meaning every Formula 1 car must be equipped with the Driver Cooling System for the Malaysian weekend.
The measure adds another weather-related challenge to the 2026 Bahrain Grand Prix at Sepang. Rain remains a possibility across all three days of the event, but the weekend is also expected to be extremely hot, with race-day temperatures forecast to rise beyond 31°C.
FIA declares Heat Hazard for Sepang
The FIA has activated the procedure under Article B1.5.10 of the Formula 1 regulations after receiving the official weather forecast for the event.
“Pursuant to Article B1.5.10 of the FIA F1 Regulations, following receipt of a forecast from the Official Weather Service indicating a heat index exceeding 31.0°C at any time during the Race at this Event, a Heat Hazard has been declared.”
The Heat Hazard procedure has already been used this season at the Austrian Grand Prix and again at Monza. It forms part of a series of measures introduced by the FIA to reduce the thermal stress experienced by drivers in particularly demanding conditions.
Driver Cooling System must be fitted to every car
Under the Heat Hazard rules, Formula 1 cars must be equipped with the Driver Cooling System. The refrigeration system is installed in the car and uses dedicated tubing to supply a cooling vest that can be worn by the driver during the race.
The vest contains a complex network of cooling tubes designed to help control the driver’s body temperature. The aim is to reduce the risk of dehydration and the associated loss of concentration in extreme conditions, particularly when cockpit temperatures can reach peaks of around 50°C.
The demanding weather conditions will add another variable to a weekend already carrying unusual technical challenges as Formula 1 returns to Malaysia. The complete event timing can be followed through the 2026 Formula 1 calendar.
Drivers can choose whether to wear the cooling vest
The FIA does not require drivers to wear the cooling vest itself. Each driver is free to decide whether to use it, even though the cooling system must be installed in the car.
If a driver chooses not to wear the vest, however, the team must compensate for the difference by adding approximately 0.5kg of ballast inside the car. The requirement is intended to prevent any performance advantage from being gained simply by choosing to race without the cooling equipment.
Sepang therefore presents Formula 1 with two very different weather concerns at the same event: the possibility of rain throughout the weekend and potentially severe heat during the race. With the FIA Heat Hazard already formally declared, teams must prepare for both before cars take to the Malaysian circuit.
Ferrari SF-26 upgrades for Sepang target floor, diffuser and active-wing hydraulics
Ferrari is bringing several changes to the SF-26 for the Bahrain Grand Prix at Sepang, with work focused on the floor, the rear diffuser area and the hydraulic system controlling the car’s movable aerodynamic elements. The Malaysian round represents an intermediate development step before a more substantial upgrade package expected at Austin.
The Maranello team can now return its attention to performance after the recent discussion surrounding Frédéric Vasseur’s future and reports of an approach involving Christian Horner. Ferrari has again backed its team principal, while the technical group continues working simultaneously on the current SF-26 and the 2027 project. The situation surrounding Frédéric Vasseur’s Ferrari future has therefore not stopped the development programme.
Frédéric Vasseur highlights the challenge of Sepang
Ferrari returns to Sepang along with the rest of Formula 1 almost a decade after the championship last raced at the Malaysian circuit. Frédéric Vasseur believes the weekend will demand much more than pure competitiveness.
“Sepang is a circuit that represents a very different challenge compared with the tracks we have faced recently. The demands placed on the cars and drivers are very high, and the variable weather conditions can play an important role over the course of the weekend. As we have seen in the last few races, the field is very tightly packed and competitiveness alone is not enough: it is essential to put every aspect of the weekend together. We will have to remain focused and seize every opportunity to achieve the best possible result.”
Despite the recent external speculation, Ferrari has continued pushing ahead with its technical programme. The group led by chassis technical director Loïc Serra is working both on SF-26 development and on the 2027 car, with some of the solutions introduced now also feeding into next year’s project.
Ferrari continues SF-26 development before major Austin package
Ferrari has no intention of stopping development of the current car because the work carried out on the SF-26 can also influence the design of its successor. Frédéric Vasseur has previously explained this approach, with the final major update package currently expected at Austin.
Sepang therefore represents an intermediate step. Weather will also be an important factor in Malaysia, with the possibility of seeing the SF-26 in wet conditions on full-wet tyres, something Ferrari has not yet been able to evaluate during the season. The characteristics of the circuit and tyre demands are examined further in the analysis of why Sepang’s Pirelli compounds could suit the SF-26 better than Baku.
Ferrari modifies the SF-26 floor in a crucial airflow area
Ferrari is bringing several aerodynamic changes while waiting for the more substantial evolution planned for Texas. According to AutoRacer.it, work at Sepang includes further modifications to the floor, continuing the development direction introduced after the Zandvoort updates and tested through different configurations.
One of the changes concerns an updated T-tray cover. The modification affects a particularly important area for airflow management at the front of the floor, where even relatively small geometric changes can influence how the airflow is directed and conditioned further downstream.
The update therefore does not represent a complete change of concept, but another step in Ferrari’s continuing attempt to extract greater efficiency and consistency from the SF-26’s floor. Further technical developments on the car can be followed through the Ferrari technical analysis section.
New winglets target the outer diffuser area
Rosario Giuliana has also reported changes further rearwards on the SF-26. Ferrari is expected to introduce small winglets adjacent to the diffuser, with the solution taking inspiration from another car on the Formula 1 grid.
The objective is to improve airflow management around the outer diffuser area and optimise the interaction between the floor, the rear wheel and the vortical structures generated in that region.
“The objective is to work on the management of the airflow in the outer diffuser area and on the interaction between the floor, rear wheel and vortical structures generated in this area.”
Ferrari is not fundamentally changing the car’s aerodynamic concept with this solution. Instead, it is another detailed intervention intended to recover small margins of efficiency and additional aerodynamic load around the rear of the SF-26.
Ferrari also changes active-wing hydraulic system
Some of Ferrari’s most technically significant changes will be less visible from the outside. The Italian technical department has also worked on the hydraulic actuation system connected to the mechanisms controlling the movable wings.
In this area, the group led by Diego Tondi has continued exploring the limits of what is permitted by the regulations, operating increasingly close to the regulatory grey areas. The modifications affect both the front wing and the rear wing.
The actuators themselves have not been changed. Instead, Ferrari has worked on the hydraulic system responsible for controlling the opening of the flaps, refining an area that has become increasingly important under the 2026 Formula 1 regulations.
Sepang will therefore give Ferrari an opportunity to evaluate several detailed changes before the larger aerodynamic package arrives later in the season. Rather than transforming the SF-26 concept, the Malaysian updates are intended to improve airflow management, aerodynamic efficiency and the operation of key systems while continuing development work that also has relevance for Ferrari’s 2027 car.
F1 returns to Sepang: Pirelli tyres, heat and rain create major unknowns
Formula 1 returns to Sepang after nine years with teams facing a weekend full of tyre, weather and setup unknowns. The Malaysian circuit will host the Bahrain Grand Prix following its last Formula 1 race in 2017, but the championship’s return will present an almost completely new challenge because both the cars and tyres have changed significantly since then.
That makes the data collected during the weekend particularly valuable. Sepang may be a familiar name in Formula 1 history, but teams have no directly comparable information for the current generation of cars, while heat, humidity and the possibility of tropical rain could make the learning process even more complicated. A complete 2026 Bahrain GP schedule and Sepang circuit guide is also available ahead of Formula 1’s return to Malaysia.
Sepang presents a demanding tyre challenge
The 5.543-kilometre Malaysian circuit combines long straights with a series of high-speed corners, particularly through the middle sector. The layout subjects the tyres to medium levels of energy, with overall severity comparable to Spa-Francorchamps and Shanghai.
However, the challenge is not simply about the characteristics of the circuit. Formula 1 machinery has evolved considerably since the championship last visited Sepang, while the tyres used in 2017 were also very different from the current generation. As a result, historical information can provide context but cannot give teams a complete picture of what to expect in 2026.
Pirelli chooses C2, C3 and C4 for the Sepang return
Pirelli has selected the C2, C3 and C4 compounds for the weekend, corresponding respectively to the Hard, Medium and Soft tyres. The choice is slightly more aggressive than the alternative of using the three hardest compounds in the range, considering Sepang’s characteristics.
The intention is to give teams a wider strategic window while reducing the difference between potential one-stop and two-stop strategies. Tyre management is nevertheless expected to be one of the most delicate aspects of the weekend, particularly because of the temperatures.
The heat and humidity typical of Malaysia could encourage significant thermal degradation, making temperature control across both the front and rear axles especially important. The implications of Pirelli’s selection and how the compounds could behave at Sepang are explored further in this analysis of the Sepang tyre compounds.
Sepang asphalt will evolve throughout the weekend
Sepang has a relatively abrasive surface, with an asphalt roughness level comparable to the Bahrain circuit, although the Malaysian venue has its own specific characteristics. According to Pirelli’s expectations, grip should initially be fairly low during Friday practice before increasing progressively as the track evolves over the weekend.
Understanding the tyres quickly will therefore be crucial in finding the right compromise between outright lap performance and degradation management. A setup that works over a single lap may not necessarily provide the same benefits across a longer stint if tyre temperatures become difficult to control.
The circuit has also undergone work in recent years. The section between Turns 6 and 12 was resurfaced in 2023, with additional work carried out around Turn 9. Despite those changes, assessments conducted by Pirelli engineers a few weeks ago indicated that the overall surface characteristics remain very similar to those seen in 2017.
Current F1 cars leave teams without directly comparable Sepang data
One of the most significant elements of the weekend will be the lack of genuinely current reference data. Although Sepang is a historic Formula 1 circuit, no team has directly comparable information from the present generation of cars.
The 2017 event belongs to a completely different technical era, while the tyres used at the time were also unlike those currently raced in Formula 1. Free practice will therefore carry even greater importance than usual as teams build an understanding of the circuit from the ground up.
Drivers will need to rediscover their reference points quickly on a track that many of them know primarily from simulator work. Engineers, meanwhile, will use Friday’s sessions to establish the correct car balance and understand how the tyres behave under different conditions.
Every lap completed in free practice could consequently provide valuable information ahead of qualifying and the race, particularly as teams assess degradation, tyre temperatures and the evolution of grip.
Heat, humidity and tropical rain add another Sepang uncertainty
The weather could complicate Formula 1’s return to Sepang even further. Afternoon thunderstorms are common in the region at the beginning of October and could potentially affect any session during the weekend.
Intense heat, high humidity and the possibility of sudden tropical downpours have long been among the defining features of racing in Malaysia. Those conditions could also interrupt the accumulation of dry-running data just when teams need it most.
Formula 1 is therefore heading into a weekend with several major unknowns: a historic circuit that is effectively almost new for the current generation of cars, tyres that teams must understand quickly, an evolved track surface and potentially unpredictable weather. Sepang’s return may be familiar in name, but for engineers and drivers it will demand a fresh learning process from the first laps of Friday practice.
F1 Sepang tyre strategy: abrasive asphalt could make two stops viable
Formula 1 returns to Sepang after nine years with a major tyre challenge awaiting the teams. The Malaysian circuit will host the 2026 Bahrain Grand Prix at Sepang, and Pirelli has selected the C2, C3 and C4 compounds in the hope of opening up the strategic battle and making two-stop approaches more competitive.
Pirelli recently sent technicians to Malaysia to analyse the circuit, and the measurements suggest that the surface characteristics remain relatively close to those recorded in 2017. Sepang still features abrasive asphalt, comparable in roughness to Bahrain, while high temperatures are expected to make thermal degradation one of the key factors teams will need to manage.
Formula 1 returns to Sepang with a very different tyre challenge
After nine years away, dating back to that distant 2016 race that produced such a dramatic and unexpected turning point in the championship fight when Lewis Hamilton retired with a power unit failure, Sepang finally returns to the Formula 1 calendar.
It does so in unusual circumstances by hosting the Bahrain Grand Prix, allowing Formula 1 to recover one of the races originally postponed in April. Beyond simply recovering a Grand Prix, the major positive is the return of Sepang itself, widely regarded as one of the most impressive circuits added to the calendar over the past three decades before it disappeared after 2016.
For teams and drivers, the weekend represents a complex challenge because Formula 1 last raced there during a technical era very different from the present one, with cars and tyres that bear little resemblance to those used today. From a tyre perspective, Sepang generates medium levels of energy and sits in a severity range comparable to Spa and China.
However, the often very high ambient and track temperatures make thermal degradation a crucial variable in tyre management. There is also a risk of rain this week, hardly unusual in Malaysia given the frequent heavy downpours. If cloud cover does not keep temperatures down, teams could instead face a very hot track surface with a significant impact on degradation.
Pirelli chooses C2, C3 and C4 to encourage more strategy options
Pirelli has selected the C2, C3 and C4 compounds, the middle and most versatile range available. It is a slightly more aggressive choice than the three hardest compounds, which would have represented the more conservative option given the circuit characteristics and expected temperatures.
The objective is to widen the strategic possibilities and reduce the performance gap between one-stop and two-stop approaches, giving teams a broader range of potential race plans. The tyre choices and eventual stint behaviour can also be followed through the ScuderiaFans F1 tyre and stint analysis.
The subject is particularly relevant for Ferrari, with the characteristics of the selected compounds potentially playing an important role in how the SF-26 behaves over the weekend. The implications of the Sepang allocation for Maranello are examined further in our analysis of why Pirelli’s Sepang compounds could suit Ferrari better than Baku.
Abrasive asphalt and thermal degradation will test both axles
Beyond a circuit layout featuring numerous traction zones and several fast corners that place significant stress on the rear tyres, another important factor is the asphalt itself. Sepang has an abrasive surface, with roughness comparable to Bahrain while retaining its own specific characteristics.
Sakhir has one of the most abrasive track surfaces on the entire Formula 1 calendar, with the asphalt having never been replaced during the circuit’s history of more than 20 years. That comparison gives teams an important indication of the type of challenge they could face in Malaysia.
Grip is likely to be limited on Friday, partly because the frequent rain showers tend to wash the track clean. Track evolution should therefore be pronounced, with grip gradually increasing as more rubber is deposited onto the surface. Managing the temperatures across both axles will be one of the main difficulties, an issue that has historically had a major influence on performance in Malaysia.
Pirelli finds Sepang surface still similar to 2017
The circuit has undergone several changes in recent years. In 2023, the section between Turns 6 and 12 was resurfaced, while additional localised work was carried out at Turn 9.
Before the cars take to the track, Pirelli sent technicians directly to Sepang to analyse the circuit, particularly because Formula 1’s historical data is now around ten years old. The assessments carried out by Pirelli engineers a few weeks ago nevertheless indicate that the general characteristics of the surface remain very similar to those measured in 2017.
More recently, starting in September, work was carried out to flatten and clean the asphalt, removing irregularities and improving the circuit conditions ahead of the race weekend. This should also allow the cars to run at lower ride heights.
Friday practice becomes crucial with limited modern data
One of the most delicate factors will be the shortage of relevant data. Despite Sepang being a historic Formula 1 venue, no team possesses genuinely useful reference information with the current generation of cars.
Friday practice will therefore carry greater importance than usual. For a substantial part of the grid, Sepang will effectively feel like a new circuit, while teams work to identify the correct balance and understand how the tyres behave across changing track conditions.
Sepang F1 history and records: Ferrari leads wins ahead of 2026 Bahrain GP
Formula 1 is returning to Sepang in 2026, almost a decade after the Malaysian circuit last hosted a Grand Prix. Changes to the 2026 Formula 1 calendar following the war in the Middle East have already resulted in the cancellation of the Saudi Arabian Grand Prix, while the Bahrain Grand Prix remains on the schedule but will not be held at Sakhir. Instead, the event will take place at Sepang, where Formula 1 last raced in 2017.
The upcoming 2026 Bahrain Grand Prix at Sepang will therefore bring Formula 1 back to one of its most recognisable former venues. The previous event was officially the Malaysian Grand Prix, and nearly a decade later it is worth revisiting some of the most significant and unusual results recorded at the circuit between 1999 and 2017.
Ferrari’s early success at Sepang
Designed by German engineer Hermann Tilke, Sepang International Circuit opened in 1999 and is located a short distance from Kuala Lumpur. Alongside Formula 1, the venue has also regularly hosted MotoGP and staged three editions of the Superbike World Championship.
The earliest Formula 1 races at Sepang were particularly successful for Ferrari. Eddie Irvine won the inaugural Malaysian Grand Prix in 1999, securing the fourth victory of his career, which would also prove to be his final Formula 1 win.
Ferrari repeated the achievement in 2000, this time with Michael Schumacher. The German driver went on to win his first world championship with Ferrari that same season, while the Sepang weekend also proved particularly important for the Scuderia because it secured the Constructors’ Championship there.
Ferrari remains the most successful constructor at Sepang with seven victories, while previous winners, poles and other historical benchmarks can be explored through the F1 Circuit Records & Statistics.
First victories and breakthrough podiums at Sepang
The 2023 weekend was especially memorable for two drivers. Fernando Alonso reached the podium for the first time after having also secured his maiden Formula 1 pole position, while Kimi Raikkonen beat the Spaniard to claim the first victory of his Formula 1 career.
The following Malaysian Grand Prix in 2004 produced another first-time podium finisher, with Jenson Button reaching the top three. A different milestone followed in 2025, when Nick Heidfeld finished third. Although it was not the German driver’s first Formula 1 podium, the result nevertheless delivered Toyota its first top-three finish in Formula 1. Nick Heidfeld would later claim the final podium of his career at Sepang in 2011.
Ten years ago, Giancarlo Fisichella climbed onto the top step of the podium for the third and final time in his Formula 1 career. The Roman driver’s success was also the final victory for an Italian driver in Formula 1 until Andrea Kimi Antonelli recorded his first wins during the current season.
The 2012 Malaysian Grand Prix also produced a significant milestone for Sergio Perez, who reached a Formula 1 podium for the first time. The final Malaysian Grand Prix in 2017, meanwhile, marked Pierre Gasly’s Formula 1 debut.
Ferrari and Sebastian Vettel hold the key Sepang records
Ahead of Formula 1’s return for the Bahrain Grand Prix, Sebastian Vettel remains the driver with the most victories at Sepang. Sebastian Vettel won four times at the Malaysian circuit, putting him at the top of the individual standings.
Ferrari leads the constructors’ ranking with seven victories at Sepang, underlining the Scuderia’s historically strong record at the circuit. The characteristics of the venue will now be encountered by a very different generation of Formula 1 machinery, with Pirelli’s Sepang tyre selection and its potential implications for Ferrari’s SF-26 forming part of the build-up to the 2026 weekend.
Ten drivers from the 2017 Sepang race are still on the F1 grid
How many drivers from Formula 1’s last visit to Sepang in 2017 are still competing today? With 22 drivers taking part in the current championship, the number is significant: ten of them were already on the grid nine years ago.
The list begins with Max Verstappen, who won the final Malaysian Grand Prix in 2017. Lewis Hamilton finished directly behind Max Verstappen for Mercedes, during a season in which Lewis Hamilton was aiming to reclaim the world championship after losing his internal battle with Nico Rosberg the previous year.
After achieving the biggest goal of his career, Nico Rosberg unexpectedly retired from competition, leaving his Mercedes seat available for Valtteri Bottas. Valtteri Bottas has returned as a full-time Formula 1 driver this season with newcomer Cadillac.
Intriguingly, Valtteri Bottas is now team-mates with another driver returning to the grid this season, Sergio Perez. Sergio Perez was also racing at Sepang in 2017, when he represented Force India.
Lance Stroll was driving for Williams at the time, while Esteban Ocon was Sergio Perez’s team-mate at Force India. Lance Stroll would later share the Aston Martin garage with Fernando Alonso, who in 2017 was enduring one of the most difficult seasons in McLaren’s history.
The final Malaysian Grand Prix also marked Pierre Gasly’s Formula 1 debut. Pierre Gasly was driving for Toro Rosso alongside Carlos Sainz that year, while Nico Hülkenberg, another of the most experienced drivers currently on the grid, was competing for Renault.
Malaysian Grand Prix winners at Sepang
- 1999: Eddie Irvine – Ferrari
- 2000: Michael Schumacher – Ferrari
- 2001: Michael Schumacher – Ferrari
- 2002: Ralf Schumacher – Williams
- 2003: Kimi Raikkonen – McLaren
- 2004: Michael Schumacher – Ferrari
- 2005: Fernando Alonso – Renault
- 2006: Giancarlo Fisichella – Renault
- 2007: Fernando Alonso – McLaren
- 2008: Kimi Raikkonen – Ferrari
- 2009: Jenson Button – Brawn GP
- 2010: Sebastian Vettel – Red Bull
- 2011: Sebastian Vettel – Red Bull
- 2012: Fernando Alonso – Ferrari
- 2013: Sebastian Vettel – Red Bull
- 2014: Lewis Hamilton – Mercedes
- 2015: Sebastian Vettel – Ferrari
- 2016: Daniel Ricciardo – Red Bull
- 2017: Max Verstappen – Red Bull
Fred Vasseur outlines Ferrari’s Sepang approach: “We must seize every opportunity”
Ferrari heads to Sepang knowing that outright competitiveness may not be enough to secure a strong result, with Frédéric Vasseur stressing the importance of execution and taking every available opportunity during the 2026 Bahrain Grand Prix at Sepang. Formula 1 is returning to Malaysia nearly a decade after its last race at the circuit in 2017, when Max Verstappen claimed victory.
The Maranello team arrives in Kuala Lumpur after five consecutive races without a podium, searching for a positive result during a difficult final phase of the season in which Ferrari has dropped out of contention for both world championships. The Malaysian round is one of the key remaining events on the 2026 Formula 1 calendar as Ferrari attempts to end its recent run without a top-three finish.
Ferrari looks for a response at Sepang
Sepang represents a significantly different challenge compared with the circuits Formula 1 has visited in recent weeks. Its demanding layout places considerable physical and technical stress on both the drivers and their cars, while the competitive picture remains extremely close.
That narrow margin between the leading teams means Ferrari will need more than raw speed if it wants to maximise the weekend. The broader performance picture between the Scuderia and its main competitors can also be followed through the Ferrari vs F1 Rivals statistics.
Sepang weather could influence the entire Bahrain GP weekend
Another factor that cannot be underestimated is the weather. The risk of rain is expected to remain present from Friday through Sunday, potentially affecting practice, qualifying and the race itself and making adaptability particularly important throughout the weekend.
The combination of changing conditions and Sepang’s demanding characteristics could therefore create opportunities, but it may also punish any mistakes in preparation or execution.
Frédéric Vasseur: Ferrari must seize every opportunity
Ferrari team principal Frédéric Vasseur highlighted both the particular demands of Sepang and the importance of delivering a complete weekend rather than relying solely on the performance of the car.
“Sepang is a circuit that represents a very different challenge compared with the tracks we have faced recently. The demands placed on the cars and drivers are very high, and the variable weather conditions can play an important role over the course of the weekend. As we have seen in the last few races, the field is very tightly packed and competitiveness alone is not enough: it is essential to put every aspect of the weekend together. We will have to remain focused and seize every opportunity to achieve the best possible result.”
2026 Bahrain GP weather update: heavy rain risk looms over Sepang return
Formula 1 returns to Malaysia this weekend for the 2026 Bahrain Grand Prix at Sepang, with rain emerging as one of the biggest potential variables of the weekend. According to AccuWeather forecasts, the highest risk of precipitation is expected on race day, when the probability of rain is estimated at as much as 90%.
Formula 1 returns to Malaysia
Just one week after the Azerbaijan Grand Prix, Formula 1 will immediately return to action this weekend for the Bahrain Grand Prix, but with one major difference: the race will not be held at the Sakhir circuit, but at Malaysia’s Sepang International Circuit. The change forms part of the reshuffled 2026 Formula 1 calendar after safety concerns linked to the conflict in the Middle East forced the event away from its usual venue.
As a result, Formula 1 will return to Sepang for the first time in nine years. The Malaysian circuit previously hosted 19 Formula 1 Grands Prix, making this a significant comeback for one of the championship’s most recognisable venues. Its previous Formula 1 history can also be explored through the ScuderiaFans F1 circuit records and statistics. This year’s return, however, could bring another challenge, this time from the weather.
Will rain affect the entire Sepang weekend?
According to data provided by AccuWeather.com, there is a significant risk of rain from Friday through Sunday. During the opening day of free practice, periods of cloud and rain are expected, while maximum temperatures should remain above 30°C.
Saturday is forecast to be the hottest day of the weekend, with temperatures potentially reaching 33°C during qualifying, although the probability of rain is expected to be lower. The greatest concern surrounds Sunday’s race, when the chance of precipitation is estimated at 90%, potentially making wet-weather conditions a major factor in Formula 1’s return to Sepang.
2026 Bahrain GP at Sepang: weather forecast
- Friday, October 2: Periods of rain; maximum temperature 32°C; westerly wind at 6 km/h; gusts up to 20 km/h; 80% chance of rain.
- Saturday, October 3: Cloudy; maximum temperature 33°C; west-northwesterly wind at 7 km/h; gusts up to 19 km/h; 55% chance of rain.
- Sunday, October 4: A couple of showers; maximum temperature 31°C; south-southwesterly wind at 7 km/h; gusts up to 20 km/h; 90% chance of rain.
Source: AccuWeather.com
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