While waiting for the much-anticipated updated power unit, Ferrari is actively working on a number of other critical areas in order to reduce the gap to Mercedes and try to challenge them more effectively in this start of the 2026 Formula 1 season.
Ferrari currently holds a substantial opportunity to make progress. The upcoming April break will prevent Mercedes from further extending their early-season advantage, giving Ferrari valuable time to focus on the development of their SF-26 race car. In Maranello, engineers and technical teams are working intensively on multiple fronts, including aerodynamic enhancements, software optimization, operational procedures, and naturally the engine. However, the introduction of a completely new power unit will only happen after it receives the official approval from the FIA, as regulations and compliance remain a key factor in any power unit upgrade.
Efficiency is now more important than sheer downforce
Many observers and analysts have described Ferrari as having potentially the best chassis on the current Formula 1 grid, although that assertion may be somewhat premature or overly optimistic. It is undeniable that the Ferrari SF-26 generates a high level of aerodynamic downforce, particularly in medium- and high-speed corners, but the car has not yet demonstrated complete dominance in all types of corners across different tracks. In modern Formula 1, it is increasingly difficult to isolate chassis performance from other factors, as lap times, cornering speeds, and even racing lines are often heavily influenced by energy deployment and overall energy management strategies.
With the current generation of energy-intensive hybrid power units, aerodynamic efficiency—the ratio between vertical downforce and aerodynamic drag—has become more decisive than the absolute amount of downforce alone. Ferrari’s main challenge is that they are losing a significant portion of their performance compared to Mercedes on the long straights, primarily due to a combination of lower engine horsepower and less effective battery management. This forces the team to cut electric power output earlier than their rivals, reducing overall straight-line performance.
Even in this scenario, it is difficult for engineers to analyze GPS traces and other telemetry data accurately, because variations in straight-line speed are influenced not only by the power unit’s output but also by aerodynamic efficiency, including drag and lift characteristics. If it is confirmed that Mercedes generates slightly less downforce than Ferrari in certain corners, the Ferrari team will need to determine whether this actually provides Mercedes with a reduced drag advantage, allowing them to recover time overall on the lap, despite having a slightly less loaded car in the corners.
Ferrari’s detailed development agenda
At Ferrari, the aerodynamic development program aims to simultaneously increase both the overall downforce and, more importantly, the aerodynamic efficiency of the SF-26 chassis. Gains in straight-line speed are expected to come not only from power unit improvements but also from active aerodynamic components, starting with the inverted rear mobile element. Early tests conducted with the so-called “Macarena” rear wing system during free practice sessions at the Chinese Grand Prix in Shanghai revealed that additional fine-tuning was still required in the closure mechanism of the aerodynamic surfaces, in order to guarantee optimal rear stability during heavy braking zones.
Ferrari has never abandoned the concept of this active aerodynamic system and had initially planned to bring it to the Japanese Grand Prix. However, for strategic reasons and additional refinement, the team decided to postpone its introduction to the Miami Grand Prix instead. Alongside this, the team will also debut the full upgrade package originally planned for the Bahrain Grand Prix, supplemented with parts of the aerodynamic and technical developments initially scheduled for the Canadian Grand Prix.
The principal objective of these updates is to improve overall stability and car balance. From the very first pre-season tests, the Ferrari SF-26 has shown some degree of rear-end nervousness, which negatively affects energy management and, indirectly, overall race performance. Phenomena such as throttle corrections and rear wheel slippage waste significant energy, in addition to compromising tire management and reducing overall efficiency over long stints.
By contrast, Mercedes, which instructed Kimi Antonelli during the Japanese Grand Prix not to push excessively during the second half of the race, demonstrated a remarkably strong long-run pace, a clear indication of their ability to preserve tire performance efficiently regardless of the aerodynamic downforce generated. On this front, Ferrari is also investing in wheel development, as teams are now permitted to independently develop their own wheel rims again, making them an extremely valuable tool to manage and control tire temperatures from the inside, improving energy recovery and overall tire longevity during races.
Software development and energy deployment
Alongside the aerodynamic development program, Ferrari is also focusing on software optimization and energy management strategies. As Kimi Antonelli observed firsthand during his impressive recovery drive at the Japanese Grand Prix, Ferrari currently deploys electrical energy differently across various sectors of the track compared to Mercedes, with timing data showing that Mercedes’ approach is, in some scenarios, more efficient. The extensive data collected during March test sessions will allow the Ferrari engineers and technicians to develop more sophisticated, flexible strategies for energy deployment and battery recharging, adaptable to different race situations and track conditions.
In the opening laps following the race start, several minor challenges emerged regarding optimal energy use, particularly in situations where the car’s energy levels had yet to stabilize. Managing the battery effectively also relies heavily on maximizing regenerative braking, especially during braking phases where the electric motor can regenerate energy at a peak output of 350 Kilowatts. It may not be coincidental that Mercedes spends more time on the brakes than Ferrari during comparable sectors, reflecting a different approach to the brake system and energy regeneration strategy.
Across Formula 1 teams, there is significant variation in rear brake design, largely because some teams prioritize the MGU-K electric braking system over conventional disc brakes in order to maximize energy recovery. Many of these hydraulic components fall under the “open-source” category, allowing all teams to consult design projects and incorporate the best practices into their own systems. In this way, teams actively seek inspiration from the highest-performing competitors and request specific changes from their brake component suppliers to optimize performance further.
Driver preparation and adapting to new qualifying formats
Another crucial aspect of energy management involves driver preparation and adaptation. Charles Leclerc has frequently expressed frustration with the new qualifying format, noting that drivers who take greater risks through corners end up wasting more electrical energy, resulting in slower straight-line speeds. These concerns are widely shared among other drivers on the grid, but until the FIA intervenes with potential adjustments, teams and drivers have no choice but to adapt. Charles Leclerc and Lewis Hamilton must continue to refine their driving techniques in order to master this new style of Formula 1 racing effectively.
Waiting for the power unit upgrade
Despite these ongoing development efforts, Ferrari’s ability to reduce the performance gap to Mercedes cannot ignore the limitations of the current power unit. At Brackley, Mercedes engineers have expressed little concern regarding the introduction of the FIA’s new compression ratio verification procedure, which takes effect from June 1, and Maranello also has modest expectations in this regard. Ferrari believes that maintaining cold testing as part of the regulatory procedure currently provides a relative advantage to their rivals.
The most significant opportunity for Ferrari could come in the form of a substantially updated power unit, should the FIA confirm that Mercedes and other Brixworth-powered cars are at least two percent faster in terms of outright performance. This consideration extends not only to the Mercedes cars driven by Kimi Antonelli and George Russell but also to all competitors using Brixworth engines, with performance monitored through torque sensors installed on various drive shafts. Overall, there remains considerable room for Ferrari to improve in terms of performance, energy management, and strategic deployment, although it is still too early in the season to predict whether a new championship battle can truly begin in earnest at the Miami Grand Prix.
Ferrari’s strategy for closing the gap to Mercedes in the 2026 season therefore goes far beyond merely waiting for a more powerful engine. The team in Maranello is pursuing an integrated approach that includes aerodynamic efficiency, advanced energy management, software optimization, wheel and brake development, and driver adaptation. Each of these factors contributes to the car’s performance on both long straights and challenging corners. With careful attention to detail, meticulous testing, and ongoing refinement, Ferrari hopes to transform the SF-26 single-seater into a car capable of consistently challenging Mercedes, potentially reshaping the competitive dynamics of Formula 1 in the coming races.
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