Frederic Vasseur delivered a characteristically concise and measured response when questioned about the performance of the power unit, pointing out that the available data clearly did not indicate that Ferrari currently enjoys any meaningful straight-line speed advantage over its direct competitors. Within the Maranello environment, even referring to the engine tends to be handled with extreme care, almost as if it were a sacred topic that requires a certain level of reverence and caution. However, Lewis Hamilton adopted a far more direct and open stance, indicating that the team urgently required an engine update, as the rest of the overall package could arguably be considered among the strongest on the current Formula 1 grid. The British driver’s assessment was not entirely misplaced, as the SF-26 has consistently demonstrated that it is a highly competitive and well-balanced car, perhaps comparable in certain respects to the SF-70H, which in its era also suffered from a similar deficit in power output compared to its main rivals.
Time is increasingly becoming a critical factor for Lewis Hamilton, who is clearly determined to secure at least one significant victory with Ferrari and make a strong mark during his time with the Scuderia. The Italian side currently holds an option in its favor for the 2027 Formula 1 season, but such a high-profile and ambitious partnership between Lewis Hamilton and the Maranello-based team will inevitably depend on delivering tangible results on track in order to remain sustainable and competitive in the long term. At the same time, Ferrari continues to maintain Oliver Bearman as a highly promising reserve option, with the possibility of promoting the young British driver to a full-time race seat whenever the team considers it appropriate or strategically advantageous. Despite the difficult circumstances during the race weekend, Lewis Hamilton still managed to produce a solid and commendable performance, especially when taking into account the significant damage sustained during an attempted overtaking move on Franco Colapinto—an incident that race control quickly reviewed and ultimately classified as a standard racing incident without further penalties.
Lewis Hamilton’s average race pace was approximately half a second slower than that of his Ferrari teammate Charles Leclerc, a gap that can be largely attributed to the aerodynamic load loss resulting from the damage incurred earlier in the race. This difference in performance highlights how sensitive the SF-26 is to even relatively small losses in aerodynamic efficiency, particularly when operating in tightly contested race conditions.
Charles Leclerc, for his part, attempted to defend his position against the advancing Oscar Piastri by resorting to extremely aggressive energy harvesting strategies in order to maximize battery recharge and deploy as much electrical energy as possible at key moments. At the same time, the Monegasque driver was also trying to position himself tactically in such a way that he could potentially allow himself to be overtaken at a calculated moment, with the intention of launching a counterattack using overtake mode on the final lap of the race. However, the Monegasque ultimately lacked the outright pace required to successfully execute this strategy, running approximately three tenths of a second slower than Oscar Piastri while also dealing with tyres that had already completed seven additional laps compared to those of his rival. The final outcome proved to be even more severe than initially expected, underlining the fact that the SF-26 must be driven much closer to its absolute limit when tyre degradation becomes a significant factor. This approach also introduces additional complications in terms of tyre temperature management, as the existing power deficit leaves virtually no margin for error and makes race execution significantly more challenging when battling against the closely matched competitors, namely McLaren and Red Bull.
Ferrari could ultimately decide to oppose potential regulatory changes, although the strength and determination of its position remain uncertain at this stage, particularly as the team awaits confirmation on whether it will be granted a 2% or 4% ADUO allowance. This technical parameter is expected to play a crucial role in determining when the new power unit specification can be introduced, with Spa-Francorchamps being identified as a realistic target for its debut.
According to detailed reports from The Race, the FIA is currently evaluating the possibility of removing from the technical regulations the aerodynamic solution widely known as flick-tail mode, a complex series of aerodynamic elements positioned around the exhaust area. The primary objective behind such a move could be to prevent an increasingly costly and resource-intensive development race among teams, although it is also possible that additional underlying concerns exist in the background, including regulatory clarity and long-term sustainability of design philosophies.
At the present time, there is no definitive confirmation that such a change will be implemented, but there are clear indications that discussions are already taking place within a broader regulatory context involving multiple stakeholders. One plausible interpretation is that, looking ahead to the 2027 Formula 1 regulations, rival teams and their respective technical departments would likely be able to successfully replicate Ferrari’s innovative aerodynamic concept built around the exhaust area, thereby eliminating any competitive advantage that Ferrari might currently hold. In such a scenario, removing the concept entirely from the regulations would effectively eliminate a significant area of development expenditure, in a manner somewhat comparable in principle to the decision taken in 2020 to ban the Mercedes DAS system after its initial introduction.
What remains certain is that the net performance gain delivered by this aerodynamic solution has been substantial enough to justify the considerable number of development hours and resources invested in it so far. Engineers and technical staff in Maranello are continuing to refine and further develop the system, which is capable of generating additional rear downforce and could be transferred relatively easily to the future 679 project, namely the car for the 2027 Formula 1 campionship. This strongly suggests that Ferrari would have very little motivation or strategic interest in supporting any regulatory initiative aimed at banning such a concept, given the competitive advantage it may still provide.
Another important aspect to consider is the growing uncertainty surrounding the allocation of ADUO allowances, particularly those reserved for manufacturers that are trailing by more than 4% in terms of performance. Nikolas Tombazis has already indicated that the relevant evaluations and decisions will take place after the Canadian Grand Prix. The unique stop-and-go characteristics of the Montreal circuit should, at least in theory, provide a clearer picture of the performance differences between various power units currently in use across the grid. While some of the early data collected may suggest that the gap is not as large as initially feared, Frederic Vasseur’s notably cautious tone appears to conceal a certain degree of underlying concern within the Ferrari camp. As an experienced and pragmatic team principal, Frederic Vasseur is fully aware of the complex dynamics involved in such regulatory decisions and is therefore likely choosing to avoid making any premature or overly optimistic conclusions before all relevant factors have been definitively clarified.
Nevertheless, there is an increasingly widespread belief within the Formula 1 paddock that losing access to the maximum ADUO allowance while simultaneously facing a potential ban on the FTM concept—especially after committing significant financial and technical resources to its development—would represent not only a serious technical limitation but also a notable political setback for Ferrari. Such a scenario would be reminiscent of several previous instances in which the Maranello-based team found itself disadvantaged by regulatory changes, the list of which has become notably long over the years.
SF-26 could gain more power in due course with minor packaging changes
From a purely theoretical perspective, it is believed that a new engine specification will not be ready before what was originally scheduled as race 12 of the season, now effectively race 10, which takes place in Belgium. As is always the case with such developments, a comprehensive validation process will be required before any new components can be officially homologated following FIA approval. However, if all aspects of the development and approval process proceed according to plan, the SF-26 could be adapted relatively easily through minor packaging modifications in order to accommodate the updated power unit in time for the Belgian Grand Prix at Spa-Francorchamps. This potential upgrade could play a crucial role in addressing the current power deficit and improving Ferrari’s competitiveness in the second half of the season.
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