Haas VF-26: two ‘identical’ cars that build performance in very different ways
In a previous technical analysis, we looked at how Ferrari’s Miami upgrade package showed encouraging signs in cornering performance, while still failing to fully solve one of the key weaknesses of the Ferrari SF-26: straight-line speed. This naturally raises the next question: is this limitation specific to the Ferrari factory team, or does it reflect a broader issue linked to the Maranello power unit package?
Ferrari SF-26 vs Haas VF-26: two ‘similar’ cars that deliver performance in completely different ways
To answer this question, the comparison with Haas becomes particularly valuable. The American team uses the same Ferrari power unit and shares some rear-end components, making it an ideal reference point to separate what comes from the engine itself and what instead depends on aerodynamic efficiency and overall vehicle concept.
The data tells a fairly clear story: Haas and Ferrari are two very different cars that do not generate lap time in the same way.
The Ferrari SF-26 produces more downforce, more grip and often stronger traction out of corners, but it continues to lose out on the straights. The Haas VF-26, on the other hand, is significantly weaker in cornering and overall lap time performance, but appears to suffer much less from aerodynamic drag.
This means the Ferrari issue cannot be reduced simply to an internal combustion engine deficit versus Mercedes or Red Bull. There is also an overall efficiency limitation in the SF-26 package that is slowing the car down as a whole.
The most telling example comes from the Miami Grand Prix. When comparing the best race laps of Charles Leclerc and Esteban Ocon, Ferrari is clearly faster over a single lap: 1:32.515 for Leclerc compared to 1:33.712 for Ocon.
Ferrari is also stronger in average full-throttle speed, recording 284.8 km/h compared to 279.7 km/h for Haas, with a nearly identical full-throttle percentage: 63.7% for Leclerc and 63.3% for Ocon.
In the main straight sections of the Miami circuit, Leclerc often carries significantly higher entry speed, which reinforces the idea that the SF-26 is not fundamentally weak in traction or corner exit compared to Haas. In fact, the Ferrari appears to generate more downforce and accelerates more effectively out of slower sections than the Anglo-American car.
However, the situation changes further down the straights. Once the cars are fully accelerated and reach the high-speed phase, the Haas shows a different behaviour. Despite being slower overall on lap time, Oliver Bearman reaches higher top speeds on the main straights: in the Miami race he peaks at 328.9 km/h compared to 323.0 km/h for Leclerc.
The same pattern appears elsewhere. In the Miami Sprint, Esteban Ocon reaches 337 km/h, while Leclerc tops out at around 328 km/h.
Ferrari is choosing a downforce-first compromise while waiting for the new engine
These figures clearly indicate that the aerodynamic drag generated by the SF-26, in its current configuration, is too high for the available power unit output.
However, modern Formula 1 is increasingly about balancing multiple performance factors. Ferrari appears to have deliberately chosen to prioritise aerodynamic load over reducing drag. This explains why Leclerc is stronger in mid-corner speed, corner exit performance and overall lap time.
But that downforce comes at a cost: increased drag, reduced straight-line efficiency and a noticeably weaker acceleration profile in the final phase of the straight.
By contrast, Haas sacrifices performance in the corners but benefits more in low-drag conditions, particularly in high-speed sections where aerodynamic efficiency becomes critical.
It is clear that the engine remains the biggest limitation in comparison with Mercedes, especially if the estimated deficit is around 30 horsepower. However, this internal comparison within the Ferrari ecosystem shows that Maranello must also improve the aerodynamic efficiency of its car.
If not, the alternative is to compensate by extracting significantly more performance from the power unit to offset the structural limitations of the Project 678 concept.
The reverse wing concept was intended to reduce this drag penalty, but clearly it has not been sufficient.
Mercedes, and in Miami even McLaren, are already able to achieve what Ferrari still struggles to deliver: combining downforce, traction, energy deployment and aerodynamic efficiency into a more balanced and effective overall package, thanks largely to a more competitive power unit.
From this perspective, having underperformed in the first year of an engine-centric regulation cycle is a serious setback for the Maranello team.
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