Ferrari emerged as the fastest team from Friday practice for the 2026 United States Grand Prix, with Charles Leclerc setting the pace in both sessions at the Circuit of the Americas. However, despite the SF-26’s impressive performance through Austin’s slower corners, telemetry reveals a potentially significant weakness on the straights, where Red Bull holds an advantage that could prove decisive in qualifying and the race.
Charles Leclerc recorded a 1:36.052 in FP1 before improving to 1:35.291 on soft tyres in FP2, finishing just 0.042 seconds ahead of Mercedes driver Kimi Antonelli. Max Verstappen was third, 0.189 seconds behind, leaving Ferrari, Mercedes and Red Bull separated by less than two tenths. The margins are exceptionally narrow, particularly considering the substantial improvement in track conditions between the two sessions.
Friday’s running also revealed two particularly important areas of the circuit. The long straight between Turns 11 and 12 exposed differences in straight-line performance and electrical energy deployment, while track-limit violations at Turns 12 and 20 repeatedly removed competitive lap times from the classification.
Ferrari tops Austin FP1 and FP2 as the circuit gains grip
Track evolution played a major role throughout Friday. With asphalt temperatures between 40°C and 43°C, air temperatures around 28–30°C and no rain, the initially dirty surface gained grip rapidly as more rubber was deposited.
The outright benchmark improved by 0.761 seconds between FP1 and FP2, while the average improvement was approximately 0.65 seconds. Most of that progress came in the opening two sectors, which improved by around 0.24 and 0.26 seconds respectively. The final sector contributed only 0.08 seconds.
These changes are important when interpreting the order because the track itself became considerably faster as the teams worked through their programmes.
In FP1, Charles Leclerc finished ahead of Max Verstappen by 0.084 seconds, with Lando Norris third at 0.245 seconds and George Russell fourth at 0.326 seconds. However, Verstappen had actually completed a faster lap of 1:35.860, almost two tenths quicker than Leclerc, before the time was deleted for exceeding track limits at Turn 19.
The order changed in FP2, with Kimi Antonelli moving into second ahead of Max Verstappen. Lewis Hamilton finished fourth for Ferrari, 0.615 seconds behind his teammate, while George Russell was fifth at 0.744 seconds. Liam Lawson took sixth, 1.040 seconds off the pace, and both McLaren drivers remained more than a second behind the fastest time.
However, the final classification does not fully reflect the competitiveness of the chasing group.
George Russell lost a 1:35.793 on soft tyres for exceeding track limits at Turn 20. That lap would have placed the Mercedes driver fourth, 0.502 seconds behind Charles Leclerc. Oscar Piastri and Isack Hadjar also had laps deleted, respectively recording 1:36.029 and 1:36.079 before their times were removed.
Consequently, although the official FP2 classification shows a gap of more than four tenths between Max Verstappen and Lewis Hamilton, the deleted lap times suggest that the drivers behind the leading three were considerably closer than the results initially indicate.
Ferrari’s straight-line weakness emerges in Austin telemetry
One of the most revealing findings concerns the acceleration zone between Turns 11 and 12, already identified as a critical section in Ferrari’s opening Austin practice analysis.
FP2 telemetry confirms that the drivers reach maximum speeds of approximately 332–340 km/h during their qualifying simulations before beginning to lose speed while still at full throttle. The drop ranges between 12 and 18 km/h, indicating that electrical assistance is running out before the braking zone for Turn 12.
The recorded values reveal notable differences between the leading cars:
- Max Verstappen: 340 km/h maximum, falling to 328 km/h.
- Kimi Antonelli: 339 km/h maximum, falling to 326 km/h.
- Charles Leclerc: 332 km/h maximum, falling to 318 km/h.
- Oscar Piastri: 336 km/h maximum, falling to 318 km/h.
Charles Leclerc’s Ferrari reaches a lower maximum speed than both the Red Bull and Mercedes, with a peak of 332 km/h compared with 339–340 km/h for Kimi Antonelli and Max Verstappen. The Ferrari also loses 14 km/h before braking, broadly comparable with the Mercedes.
Across this section, Red Bull gains 0.13 seconds on Ferrari and 0.24 seconds on Mercedes, despite the latter achieving higher peak speeds. The decisive factor is therefore not simply the highest speed recorded, but how efficiently each car accelerates and how much momentum it loses before the braking point.
The figures underline why Ferrari’s impressive lap times do not necessarily mean the SF-26 has the strongest overall performance at Austin. The car’s advantage through slower corners must compensate for time lost along the circuit’s major acceleration zones.
These differences can also be explored using the ScuderiaFans F1 Top Speed Comparison, which allows recorded speed figures to be compared between drivers and sessions.
Soft tyres offer a clear advantage, but Austin strategy remains uncertain
The tyre programmes also changed substantially between the two Friday sessions. Ferrari and McLaren used medium tyres during FP1, while Mercedes and Red Bull concentrated on the hard compound. Those approaches were reversed in FP2, and the proportion of laps completed on soft tyres increased from 41% to 47%.
With each driver allocated just two sets of hard tyres, three mediums and eight softs, Friday’s running was particularly important for establishing whether the hardest compound would offer a meaningful advantage over a race distance.
Comparing the best flying laps completed by the same driver on different compounds within the same session produced 38 matched comparisons.
The resulting estimates indicate that the soft tyre is approximately 0.6 seconds faster than the medium, with the observed advantage ranging between 0.53 and 0.72 seconds. The soft is around 1.2 seconds faster than the hard, while the medium holds an advantage of approximately 0.5 seconds over the hardest compound.
Considering the strong performance of the soft tyre during the 2026 season, the C2 hard compound appears likely to play a relatively limited role in Texas. A one-stop strategy remains the most probable scenario, particularly with the medium and soft compounds offering promising performance.
Nevertheless, the hard tyre cannot be ruled out completely.
Lando Norris recorded the fastest long-run average in FP2 using the hard compound, producing a mean lap time of 1:41.152 across seven clean laps. If the real performance difference between the medium and hard remains approximately half a second, the hardest tyre could become an alternative for drivers pursuing a different strategy.
The broader strategic picture is consistent with the latest Austin tyre strategy expectations, although Friday’s long runs also demonstrate that tyre behaviour varies considerably between drivers.
Ferrari, Mercedes and Red Bull separated by just 0.189 seconds
The FP2 qualifying simulations produced an exceptionally close contest between the leading three drivers, all running on soft tyres.
- Charles Leclerc – Ferrari: 1:35.291
- Kimi Antonelli – Mercedes: 1:35.333
- Max Verstappen – Red Bull: 1:35.480
Each driver also established the fastest time in a different sector. Max Verstappen recorded the best first sector at 25.571 seconds on medium tyres, Kimi Antonelli led the second sector with 37.460 seconds, and Charles Leclerc was fastest through the final sector in 31.827 seconds.
Combining those three benchmarks produces a theoretical ideal lap of 1:34.858, just 0.433 seconds quicker than the fastest complete lap recorded during FP2.
The biggest uncertainty among the leading teams remains McLaren. Oscar Piastri’s 1:36.029 was deleted for exceeding track limits at Turn 20, while Lando Norris did not complete a full qualifying-style attack on the soft compound. As a result, McLaren’s true single-lap potential is still difficult to establish.
Isack Hadjar and Arvid Lindblad also lost promising laps, meaning the order behind the leading trio remains far from definitive heading into qualifying.
Ferrari’s race pace looks strong, but Charles Leclerc suffers more tyre degradation
Friday’s race simulations produced another closely contested picture, although the leading drivers completed their runs on different tyre compounds.
The average clean-lap times from the FP2 long runs were as follows:
- Lando Norris – hard: 1:41.152
- Charles Leclerc – soft: 1:41.479
- Max Verstappen – soft: 1:41.481
- Kimi Antonelli – medium: 1:41.521
- George Russell – medium: 1:41.602
- Lewis Hamilton – soft: 1:42.130
The first four drivers were separated by only 0.369 seconds despite using three different compounds. That makes direct comparisons difficult, but it confirms how competitive the leading teams appeared during the longer runs.
Charles Leclerc and Max Verstappen were virtually inseparable in average lap time, with just 0.002 seconds between them on soft tyres. However, their degradation figures tell a rather different story.
Across 11 laps, comparing the opening three laps with the final three, Leclerc’s soft-tyre performance deteriorated by 1.28 seconds. Verstappen lost only 0.56 seconds over the same number of laps. Kimi Antonelli’s medium-tyre performance dropped by 0.86 seconds over nine laps.
At comparable pace, the Red Bull therefore appears to manage the soft compound more effectively, while Mercedes can maintain a similar rhythm on the medium tyre to rivals using softs.
For Ferrari, one encouraging reference comes from FP1, when Charles Leclerc completed seven remarkably consistent laps on medium tyres, averaging 1:41.530. That performance suggests the medium could be particularly important for the Italian team during Sunday’s race.
The differences between the two Ferrari drivers, and between the competing tyre compounds, make the race simulations particularly interesting. The data can be examined further through the ScuderiaFans F1 Practice and Long-Run Analysis tool.
Ferrari’s Austin upgrades: encouraging results but Leclerc retains his advantage
Ferrari introduced a substantial aerodynamic development package for the United States Grand Prix, including a revised floor, sidepod inlets and diffuser, as part of the four main groups of updates planned for the weekend.
Charles Leclerc ran the new specification in FP1, while both Ferrari drivers used the updated package during FP2. The different configurations provided the team with an opportunity to compare the changes before moving both SF-26 cars onto the latest specification.
However, the timing differences between the drivers indicate that the new components alone do not explain Leclerc’s advantage.
In FP1, with Lewis Hamilton using the older package, the seven-time world champion finished 0.503 seconds behind his teammate. In FP2, despite having the updated specification as well, Hamilton remained 0.615 seconds adrift.
This suggests that Charles Leclerc’s superior Friday performance cannot simply be attributed to the aerodynamic developments. The relationship between driving characteristics, car balance and the ability to extract performance remains another important part of the picture.
The development programme builds on the encouraging performance already demonstrated by Ferrari in Austin FP2, although qualifying will provide a more decisive comparison against its direct rivals.
Elsewhere, McLaren introduced revised corner elements and diffuser changes to the specification first seen in Baku. Red Bull continued evaluating a front-wing deflector, while Racing Bulls brought a substantial package of its own, with Liam Lawson finishing sixth in FP2.
Mercedes remains a serious threat despite having no major new upgrades
Mercedes arrived in Austin without significant new components, retaining the front wing already introduced in Singapore. On paper, that could suggest the team had made less progress than rivals bringing fresh aerodynamic developments.
Friday’s figures, however, indicate otherwise.
Kimi Antonelli finished the FP2 qualifying simulation just 0.042 seconds behind Charles Leclerc, while Mercedes remained within 0.45 seconds of the best long-run average. The team also recorded the fastest performance across five individual sections of the circuit during its qualifying simulations.
The areas requiring improvement were relatively concentrated. Mercedes lost 0.19 seconds to Ferrari through the Turn 1 braking zone, while the final portion of the lap exposed several additional weaknesses.
Compared with the fastest driver in each section, Mercedes gave away 0.20 seconds at Turns 13–14, 0.18 seconds through Turns 16–18 and 0.30 seconds on the exit of Turn 20.
Mercedes therefore appears competitive overall, with its weaknesses concentrated in a limited number of areas rather than spread across the entire circuit.
Ferrari dominates slow corners while Red Bull controls the straights
Breaking the Circuit of the Americas lap into 14 separate sections provides a clearer understanding of how the leading cars generate their lap times.
Over a single qualifying lap, Ferrari recorded the fastest performance in five sections, Mercedes in five, Red Bull in three and McLaren in one.
The distribution changed during the race simulations. Ferrari and McLaren each led five sections, while Mercedes and Red Bull were quickest in two apiece.
The most distinctive characteristic of the SF-26 is its advantage through slow-speed corners. Ferrari was the only team to demonstrate a clear superiority in those areas, gaining approximately 0.15 seconds during qualifying-style laps and 0.32 seconds in race simulations.
Mercedes was strongest through medium- and high-speed corners in qualifying trim, while Red Bull enjoyed a 0.37-second advantage on the straights. McLaren’s competitiveness improved during the race simulations, although that assessment was based on a single run.
For Ferrari, Turn 1 was another particularly encouraging area. The SF-26 gained between 0.12 and 0.26 seconds over all its rivals through that section.
The circuit’s bumps make aerodynamic balance especially important when braking, as drivers must avoid locking the front tyres while maintaining sufficient stability to attack the corner.
Turn 12 presents a different challenge because it follows the long straight and is one of the most frequently affected areas for deleted lap times. Turns 15, 19 and 20 also require particular precision when approaching the edge of the circuit.
Charles Leclerc and George Russell incident adds to an eventful Friday
One of the most notable incidents occurred at Turn 18 during the preparation laps in FP2.
Charles Leclerc attempted to overtake George Russell, who moved across as the Ferrari driver approached. Leclerc was forced off the circuit before rejoining ahead of the Mercedes.
A few minutes earlier, Russell had received a black-and-white flag for forcing another driver off the track. The stewards subsequently investigated the incident involving Leclerc but decided that no further action was necessary.
Among the drivers outside the leading group, Franco Colapinto delivered an interesting long-run performance. His soft tyres produced an average of 1:41.780, with degradation of just 0.18 seconds over seven laps.
Track limits could decide Austin qualifying at Turns 12 and 20
Although the headline times provide an indication of the competitive order, the deleted laps are arguably the most important factor when interpreting Friday’s sessions.
There were 205 race-control messages, with Turns 12 and 20 accounting for approximately two-thirds of them. Turn 12 registered 71 messages and Turn 20 another 67, ahead of Turn 19 with 21 and Turn 15 with 14.
The timing records show 176 deleted laps in total. McLaren lost the highest number with 26, followed by Ferrari with 23 and Williams with 22.
FP2 alone accounted for 110 deleted laps, with 55 occurring during race-pace runs. This means the impact of track limits extended well beyond qualifying simulations, also affecting the representative data collected during longer stints.
For Ferrari, the implications are clear. Even if Charles Leclerc can repeat Friday’s pace, a small mistake at the circuit’s most demanding corners could be enough to remove a competitive lap from the classification.
What Ferrari can expect from Austin qualifying and the US Grand Prix
Friday’s evidence points towards a closely contested three-team fight for pole position. Ferrari holds the narrowest of advantages, Kimi Antonelli is just 0.042 seconds behind Charles Leclerc, and Red Bull remains particularly competitive in the opening sector and along the straights.
With the energy recovery requirement reduced to 8.5 MJ from 9 MJ and the circuit continuing to gain grip, the estimated pole-position time lies between 1:33.5 and 1:35.0.
However, outright performance may not be the only deciding factor. Completing a clean lap without exceeding track limits at Turns 12 and 20 will be essential, particularly when the leading teams are separated by such small margins.
For the race, the available data points towards a one-stop strategy, with the medium and soft compounds expected to play the central roles. Nevertheless, the variation in soft-tyre degradation is significant, ranging from Franco Colapinto’s 0.18 seconds to Charles Leclerc’s 1.28 seconds during their respective long runs.
In a one-stop race, choosing the correct moment to change tyres could therefore prove just as important as selecting the compound itself.
Ferrari leaves Friday practice with reasons for optimism. The SF-26 is exceptionally competitive through the slower corners, Charles Leclerc has topped both sessions, and the team’s longer-run performance suggests it can challenge at the front.
Yet Mercedes is only 0.042 seconds behind, Red Bull has a measurable advantage on the straights, and the deleted laps show that the order could still change significantly. Austin is shaping up for a particularly close Q3 battle, provided the leading contenders can complete their laps cleanly through Turns 12 and 20.
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