Lewis Hamilton points to simulator concerns as James Hinchcliffe questions Ferrari’s aggressive Miami upgrade strategy
For the Miami Grand Prix, Ferrari made a major push to improve the SF-26. During Formula 1’s enforced break, the engineers worked intensively to finalize the upgrade package that was later introduced at the circuit and also evaluated during the filming day at Monza, with both Charles Leclerc and Lewis Hamilton taking part.
But the work did not stop there. Both Ferrari drivers also spent significant time in the simulator, trying to align what was being observed on track with the data generated by the team’s virtual development tools, with the main goal of finding the right balance between simulation and real-world performance.
We already know how events unfolded. After the Grand Prix, Lewis Hamilton openly spoke about correlation issues, suggesting that simulator work may have pushed him outside the ideal setup window. He also indicated that Ferrari may need to change its approach starting from the Canadian Grand Prix, relying less on simulation and placing greater emphasis on track learning.
At first glance, that might seem like an unusual strategy in modern Formula 1, where simulator work plays a huge role in development. However, for a driver like Lewis Hamilton, who has always placed strong trust in the feel and feedback provided by the car itself, such a shift could help restore confidence and consistency.
Ferrari SF-26 searching for answers between track data and simulation
The so-called Miami package, whose technical details have already been analyzed in previous reports, touched several areas of the Ferrari SF-26. The objective was clear: reduce the performance gap to Mercedes.
However, the biggest weakness of the SF-26 appears to remain the power unit, which continues to represent Ferrari’s most significant performance deficit. Ferrari believed part of that gap could be offset through aerodynamic upgrades, particularly with changes to the floor, the sidepod area, and most notably the rear wing, where the revised “macarena” concept returned in a more integrated form, working more effectively alongside a redesigned diffuser.
Track performance suggested that not everything worked exactly as hoped, largely because the engine deficit remains a major handicap. It is also worth noting that Mercedes did not bring major upgrades, a detail that naturally raises concern for teams trying to close the gap. Ferrari also found itself overtaken by McLaren, with the British team continuing its aggressive MCL40 development path while simultaneously pushing forward with its weight reduction program.
That said, it would be inaccurate to describe Ferrari’s Miami package as a failure. Several performance metrics indicate that the Ferrari SF-26 remains highly competitive in specific areas, particularly in low-speed corners and also through certain high-speed sections, where the Maranello car has shown genuine pace and, in some cases, has even outperformed its direct rivals.
This strongly suggests that the core issue may lie elsewhere. Rather than rejecting the new package, Ferrari may simply need more time to optimize and better understand its full operating window.
James Hinchcliffe criticizes Ferrari: “Too many updates at once”
However, not everyone agrees with Ferrari’s development strategy.
Some observers believe Loic Serra’s technical group may have taken too much of a risk by introducing too many upgrades at the same time, making it significantly harder to determine exactly which changes delivered gains and which may have created new problems.
Former IndyCar star James Hinchcliffe shared that view during the F1 Nation podcast, expressing surprise at Ferrari’s aggressive approach.
“The number one rule in engineering is to make one change at a time, so you can understand and isolate what actually represents an improvement and what makes things worse. Putting 11 or 12 different components on the car makes life difficult for both the engineers and the drivers. Nothing works in isolation on a Formula 1 car, everything functions as part of an integrated system. Introducing such a long list of updates is incredibly complex.”
The Canadian driver’s comments raise an additional concern beyond the simulator correlation issues highlighted by Lewis Hamilton.
James Hinchcliffe believes Ferrari’s technical department may have simply pushed the development program too aggressively, introducing too many variables at once and making data analysis far more difficult than necessary. The context makes that criticism even more relevant. All of this happened during a Sprint weekend format, meaning Ferrari had only one practice session available. Even though that session was extended to 90 minutes, it still offered limited time to properly evaluate such a broad range of new components.
Canada will also feature another Sprint weekend, meaning Ferrari could potentially face the same challenges again. That said, the team now has something it lacked before: real, physical track data collected under race conditions. Over recent weeks, Ferrari has been working to correlate that information with simulator findings in an effort to improve understanding of the SF-26.
At Maranello, the hope is that this work will finally unlock the true potential of the new package.
The next races should reveal whether the Ferrari SF-26 ultimately earns full approval on track, or whether James Hinchcliffe’s warning proves correct and Ferrari simply pushed its development program too far, too quickly.
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