Ferrari is working intensively to help Charles Leclerc regain confidence under braking, an area of performance that has changed dramatically in 2026 due to several technical and operational factors.
Charles Leclerc’s criticism of the brakes after the Monaco Grand Prix, followed by Brembo’s response, represented the peak of a difficult period during which the Ferrari driver has struggled to find confidence in the braking phase, particularly in Canada and Monaco. The issue has become one of the most discussed technical topics surrounding Ferrari in recent weeks, especially as braking remains one of the most critical areas where drivers can still make a significant difference in lap time.
The same issue does not appear to be affecting Lewis Hamilton, who has been using a different brake disc supplier for the last three months. However, the reasons behind the contrast may be far more complex than a simple component choice. With the 2026 Formula 1 regulations, braking dynamics have changed significantly due to new temperature characteristics, different interactions with the power unit and the behavior of the latest-generation Pirelli tyres. As a result, teams across the grid are still learning how to maximize performance in a braking environment that differs considerably from previous seasons.
The differences between brake suppliers
One of the key factors influencing braking performance is what engineers refer to as “bite,” the maximum friction generated when a driver applies peak pressure to the brake pedal.
Bite is not constant throughout the braking phase. Instead, it changes according to pedal pressure and material temperatures, which rise continuously during deceleration. This is where brake suppliers differ from one another. Each manufacturer optimizes its products to deliver peak performance at specific moments during the braking process, rather than maintaining identical characteristics throughout the entire phase.
Last year, Brembo Racing F1 customer manager Andrea Algeri explained that it is impossible to achieve maximum bite at peak pressure and then maintain exactly the same friction levels at lower pressures. He noted that engineers must find a compromise across the different phases of braking, adjusting parameters during the carbon manufacturing process. According to Andrea Algeri, this inevitably becomes a design choice that favors certain characteristics while sacrificing others, often with the goal of matching driver preferences and specific driving styles.
Some drivers prefer an immediate response at the very beginning of braking, while others favor a more progressive feel that allows them to build up confidence as they approach the apex. This can influence a driver’s preference for one supplier over another and can sometimes explain why teammates choose different solutions even when driving the same car.
Andrea Algeri explained that different suppliers naturally produce different friction characteristics. When a driver applies brake pressure, the friction generated between the disc and pad creates heat, which in turn affects the feeling of deceleration. As a result, two different materials subjected to the same brake pressure could produce noticeably different responses. From the cockpit, those differences can have a major influence on confidence, particularly for drivers who rely heavily on late braking to extract performance.
The impact of the power unit
Since the Japanese Grand Prix, Lewis Hamilton has been using Carbon Industrie brake discs, the same supplier with which he developed a strong relationship during his years at McLaren and Mercedes. However, this alone does not explain why Charles Leclerc has recently struggled to achieve the same confidence with Brembo components that he used successfully for years without major issues. The timing suggests that other factors are likely contributing to the difficulties experienced by the Monegasque driver.
The biggest change has come from the 2026 power units. Since the hybrid era began in 2014, Formula 1 cars have relied on three braking contributions at the rear axle: the traditional brake discs, engine braking from the internal combustion engine and regenerative braking from the electric motor. All three systems are coordinated by the brake-by-wire system, which manages the balance between mechanical and electrical braking.
With the new regulations, the electric component’s braking contribution has increased dramatically, with regenerative power now roughly three times greater than before. As a result, the hydraulic braking system is being used less frequently. Brake discs can spend long periods operating at lower temperatures, making it more difficult to guarantee the immediate and predictable response drivers expect when they suddenly need maximum stopping power. For drivers who attack corner entries aggressively, even a small variation in response can be enough to affect confidence.
This also creates additional challenges for the brake-by-wire system. While managing the balance between regenerative braking and traditional braking, the software must continuously estimate the friction coefficient between the brake discs and pads, a parameter heavily influenced by temperature. The more variables involved, the harder it becomes to guarantee absolute consistency from corner to corner and lap to lap.
Different engineering philosophies
So far, most teams have adopted a cautious approach, opting for larger brake discs to minimize reliability concerns and avoid potential overheating issues over race distances. However, significant differences remain across the grid. Some teams have chosen smaller rear brake components than others, resulting in different operating temperature ranges and different approaches to thermal management. Energy recovery and deployment strategies also vary between power unit manufacturers, meaning brake systems experience different workloads and heating cycles depending on the package being used.
The differences can even extend to teammates within the same team. Software settings controlling regenerative braking can alter how the brake discs operate, even when two drivers are using identical cars and power units. This means that Charles Leclerc and Lewis Hamilton could be experiencing different brake behavior simply because of the settings chosen to suit their individual driving styles and preferences.
Such variations are not unusual in Formula 1. Drivers often request specific characteristics in braking, steering, differential settings and energy deployment systems. The challenge for Ferrari is determining whether Charles Leclerc’s difficulties stem from setup choices, hardware differences, software calibration or a combination of all three factors.
The tyre factor
Charles Leclerc has traditionally relied on aggressive engine braking to help rotate the car on corner entry. It is a driving technique that Lewis Hamilton initially found difficult to adapt to when he first experienced Ferrari power units after his move from Mercedes. It is therefore possible that Charles Leclerc continues to favor different regenerative braking settings, which could indirectly affect brake temperatures and overall braking behavior. The way energy is recovered during deceleration can have a substantial impact on how much work the mechanical brakes perform and how quickly they reach their ideal operating window.
Ferrari’s investigation is also likely to focus on the 2026 Pirelli tyres. The new tyres appear to reward a different driving style compared to last season, something that has also been evident in the performance comparison between George Russell and Andrea Kimi Antonelli at Mercedes.
After the Monaco Grand Prix, McLaren team principal Andrea Stella highlighted how difficult the current tyres have become during corner entry. He explained that the phase combining braking and steering input is now extremely challenging. According to Andrea Stella, drivers are constantly trying to avoid front-wheel lock-ups while also managing rear-end instability. He suggested that the tyres struggle to transition smoothly from purely longitudinal loads under braking to lateral loads during cornering.
This observation is particularly relevant because modern Formula 1 cars generate enormous loads during corner entry. If the tyres are unable to cope efficiently with the transition from braking to turning, drivers can experience sudden changes in balance that make the car feel unpredictable. The difficulties experienced in Montreal and Monaco further support this theory. Generating tyre temperature proved especially challenging at both circuits, and it may not be a coincidence that Charles Leclerc linked his braking struggles to those conditions.
The Ferrari driver explained that the combination of cooler temperatures and tyres operating near their performance limit created an extremely difficult situation in both Canada and Monaco. These were circuits where extracting grip from the tyres proved particularly complicated, especially during qualifying and restarts.
Brake cooling also plays a role. Teams calibrate brake cooling not only according to braking loads but also based on the need to transfer heat to the tyres or cool them from the inside. Combined with setup differences between teammates, this adds another layer of complexity to the braking puzzle and further complicates the search for a definitive explanation.
What happens next?
Charles Leclerc has hinted that he intends to test the Carbon Industrie brake discs currently used by Lewis Hamilton. However, his comments suggested optimism rather than certainty that the change will solve the problem. The Ferrari driver explained that the team already had an internal solution that Lewis Hamilton had been using for several races and that he would adopt from the next event. He expressed hope that it would represent a step forward while also emphasizing that he did not believe he had been placed at a disadvantage compared to his teammate.
The wording is significant. Charles Leclerc appears aware that braking performance is influenced by a wide range of interconnected factors and that there may not be a single solution. Instead, the answer may lie in finding a better overall combination of hardware, software settings, tyre preparation and vehicle setup. Brembo, meanwhile, remains confident in the effectiveness of its products, particularly in colder operating conditions.
Andrea Algeri previously explained that Brembo materials generally perform very well at low temperatures, offering a responsiveness advantage over some competitors. He noted that Brembo products can generate strong friction even when cold, whereas certain rival materials require higher temperatures and pressures before reaching peak performance.
Regardless of the final solution, Ferrari’s priority is clear. The team must help Charles Leclerc recover the confidence he has lost under braking, because in modern Formula 1, braking remains one of the most important areas where drivers can still make a decisive difference. With Lewis Hamilton continuing to adapt successfully and Charles Leclerc searching for answers, solving this braking puzzle could prove crucial to Ferrari’s ambitions during the remainder of the 2026 Formula 1 season.
Leave a Reply