F1 Bahrain testing: Ferrari impresses with race pace similar to Red Bull and 2025 cars. Ferrari shows strong race pace on day 2, keeping close to Red Bull and 2025 levels.

Red Bull confirmed its solidity over race pace, but Ferrari was not far behind, with lap times not too distant from the ground-effect cars of the previous generation, which were raced during the 2025 Formula 1 season. The second day of testing in Bahrain has already started to provide teams, drivers, engineers, and fans with a clearer picture of where the new 2026 cars stand, particularly in terms of long-run performance, energy management, and overall reliability.

Ferrari took the headlines on the second day of testing at the Bahrain International circuit thanks to the fastest time set by Charles Leclerc. Although that single-lap performance carries little real significance at this stage of pre-season testing, it nevertheless confirmed that the SF-26 is functioning well and that the Maranello team is beginning to explore the car’s limits under controlled testing conditions. Far more interesting, from an analytical perspective, were the first genuine race pace simulations carried out by multiple teams, which suggested an apparent closeness in performance between Ferrari and Red Bull Racing, while also giving a reference point relative to the pace of last season’s cars. The pace comparison is particularly relevant because it shows whether the new ground-effect cars have managed to maintain competitive speed while integrating the complex energy recovery systems and managing tyre degradation effectively. Meanwhile, Mercedes struggled once again, losing another half day due to technical reliability problems, although these setbacks were minor when compared to the significant difficulties that Aston Martin has been experiencing during the early sessions of the 2026 pre-season tests.

First race pace runs

During the afternoon session, several teams began their first serious attempts at race simulations, with long stints being used to evaluate tyre management, fuel usage, energy deployment, and consistency across multiple laps. Among them was Red Bull, which is somewhat surprising considering that the Milton Keynes team lost the entire morning session due to a persistent gearbox issue that prevented their cars from completing meaningful running. Unfortunately, a lengthy interruption of the official timing feed prevented a full and seamless comparison of the complete simulation runs, making it difficult to draw precise conclusions for the full race pace. However, the opening stints of Charles Leclerc in the Ferrari SF-26 and Isack Hadjar in the Red Bull RB22 were still highly informative and provided enough data to highlight subtle differences between the two teams. On average, Charles Leclerc’s lap times were approximately one tenth of a second faster per lap than the French Red Bull driver, even though Leclerc was running on a softer tyre compound, which is more prone to degradation and typically requires careful management over longer stints. In contrast, the Red Bull team faced the disadvantage of starting their runs roughly half an hour earlier, which meant that the track temperature was higher and grip levels were slightly different. Additionally, Max Verstappen was not in the car during these initial runs, which may have affected the data compared to what could be achieved under full-strength conditions.

McLaren, with Lando Norris at the wheel, appeared even quicker in the limited data available, although he was running the more durable C1 tyre compound. It is important to note that there was no certainty that these runs represented full, representative race simulations, and timing data for some of the laps was quickly lost due to technical issues with the timing system. Nevertheless, the most relevant comparison remains with the 2025 season. While the new 2026 cars are currently over four seconds slower than the pole position lap recorded at the last Bahrain Grand Prix in 2025, the race pace of the first stints shows only about a one-and-a-half-second deficit compared to the 2025 cars. This suggests that, despite the initial impressions from single-lap times, the 2026 cars are capable of running competitive race distances at a solid pace. Consequently, the risk of a slow Formula 1 season has been largely avoided, particularly when taking into account the enormous potential for development still available in the areas of aerodynamics, engine performance, and energy management software.

Experiments ongoing

Although the data from these early race pace simulations are still provisional, they carry substantial importance, especially given that this year, the differences in performance between Saturday qualifying pace and Sunday race pace are expected to be even more pronounced due to the effects of tyre degradation, energy management strategies, and track evolution. Managing the tyres efficiently will be even more crucial than in previous seasons. With higher levels of grip, drivers can carry more speed through the corners, allowing them to spend less energy accelerating back up to speed on the straights, which in turn contributes to more effective energy recovery and better overall lap consistency. Energy management continues to be a major topic of discussion across all teams. Following the first day of testing, Carlos Sainz from the Mercedes-powered side of the paddock commented on the impressive GPS data displayed by Red Bull on the long straights, highlighting the superior performance in energy deployment and top-end speed that the Milton Keynes team has been able to achieve.

Attention was also drawn to Max Verstappen’s driving approach on Wednesday. Observers noted that the Dutch driver was taking certain corners in one or two gears lower than his competitors, a deliberate strategy designed to keep the engine operating at higher revs and to favour faster battery recharge during braking and cornering. This technique, previously analysed in detail in a different article, demonstrates how subtle and advanced the energy management strategies have become in modern Formula 1. Rivals are now attempting to replicate Max Verstappen’s approach, but doing so is not straightforward. Using engine braking aggressively in this manner tends to destabilise the rear of the car, particularly under high-speed cornering conditions. The effectiveness of this strategy is highly dependent on individual engine design and the engine’s ability to sustain high rotational speeds, as well as the braking system itself. Brembo has discussed since last year that there are substantial differences between teams in this area, largely depending on each team’s energy recharge strategy, braking calibration, and hydraulic system configuration.

Using lower gears in corners is only a small part of a very large and complex science, namely energy management, whose effectiveness is determined by the entire package, including aerodynamics, suspension setup, and power unit characteristics. It is also worth considering why Red Bull has chosen a suspension and bodywork setup that is quite different from their competitors, and how much this configuration might influence aerodynamic drag and energy efficiency. It should also be remembered that in recent years, the Milton Keynes team has set the benchmark in exploiting the Drag Reduction System and its derivatives, which are predecessors to the current generation of active aerodynamics, allowing them to maximise efficiency and performance over long runs and across various track conditions.

Ferrari looks solid

Beyond single-lap times and raw pace, Ferrari continues to demonstrate that it is the team that has suffered the fewest technical interruptions or setbacks during these early test sessions in Sakhir. In a period where every lap completed is invaluable for experimentation, learning, and development, Ferrari’s reliability is a significant asset. The Italian side is frequently criticised in the media and by competitors, making it important to recognise the team’s achievements in terms of smooth operations, meticulous assembly procedures, and the rigorous use of bench testing to uncover potential problems before they reach the track. The 2026 cars are entirely new down to the last bearing, which means that issues can arise from almost any area of the car. For example, the gearbox problem that halted Red Bull in the morning clearly shows how even small components can impact overall running, and highlights Ferrari’s advantage in managing and preparing a new car with fewer interruptions.

Mercedes also faced difficulties, effectively losing Wednesday afternoon and Thursday morning sessions, which unfortunately affected Kimi Antonelli’s running and prevented the team from collecting crucial data. Aston Martin, however, is facing even larger challenges, with Lance Stroll reportedly more than four seconds off the pace of the fastest cars. The impression from these early tests is that the structures, personnel, and resources required to compete for victories are in place, but synchronising all of the team’s components and ensuring consistent performance across all areas requires time, testing, and iterative development. It is worth remembering that at the start of the ground-effect era, McLaren also experienced substantial technical issues, which were eventually overcome to achieve unprecedented improvements. That trajectory now serves as a valuable example and inspiration for any team, including Aston Martin and others, that will find themselves chasing the leaders when the 2026 season officially begins in Melbourne.