The Sprint weekend format allows teams just a single free practice session before the action becomes serious. Here is a detailed look at Ferrari’s work during FP1 at Silverstone, where the SF-26 unexpectedly finished at the top of the timesheets. Lewis Hamilton led the session with a best lap of 1:29.260, while Charles Leclerc ended third, 0.599 seconds behind his teammate.
Ferrari arrived at a circuit where energy management and the team’s current power deficit were expected to present major challenges. Only minor changes were introduced to the SF-26 for the British Grand Prix, yet the opening session produced an eye-catching result for the Maranello squad.
Silverstone marks the home race for the seven-time world champion, adding even more attention to Ferrari’s performance. The SF-26 was expected to prove the strength of its aerodynamic package and chassis, while its lack of engine performance remained a concern on the circuit’s long full-throttle sections, where electrical energy is quickly depleted.
Charles Leclerc also continued working to improve his confidence behind the wheel after struggling with the new braking system. On paper, Ferrari was not considered a realistic candidate for victory this weekend, although Formula 1 often produces surprises. Based on the team’s work during the only practice session, however, the SF-26 certainly raised a few eyebrows.
Ferrari brings small Silverstone updates as Lewis Hamilton tops FP1
Before analysing the on-track performance, it is worth looking at the updates Ferrari introduced for Silverstone. According to information from Rosario Giuliana, the SF-26 features another circuit-specific configuration tailored to the unique demands of the historic British track.
The first track-specific component is a medium-to-low downforce floor specification, using the single vertical badgeboard vane that was first evaluated during FP1 at the Austrian Grand Prix. Ferrari also opted for a significantly tighter engine cover compared to Spielberg, taking advantage of Silverstone’s cooler temperatures and lower altitude to improve aerodynamic efficiency.
Meanwhile, the rear brake cooling ducts have also been revised, with updated winglets around the wheel corner aimed at refining airflow management.
Following the post-race test in Austria, Ferrari also had the option of removing the FTM winglet, as it does at circuits such as Spa-Francorchamps and Monza. However, simulations highlighted the importance of retaining the component, particularly because of the additional downforce it generates through high-speed corners such as Maggots and Becketts.
On track, Ferrari began the session with both Charles Leclerc and Lewis Hamilton running on the hard compound tyres. Much of the early programme focused on collecting data related to energy management, one of the key performance factors around Silverstone.
After several laps, Charles Leclerc gradually reduced the gap to his teammate, who served as the reference point throughout the session. In the opening sector, however, the SF-26 was still losing around four tenths of a second, mainly because of its power deficit. Even so, the overall balance of the car already appeared encouraging for both Ferrari drivers.
Interesting energy management strategy revealed by the telemetry
Around the halfway point of the session, both Ferrari drivers returned to the pits. By then, Lewis Hamilton had completed 13 laps, while Charles Leclerc had finished 12.
Telemetry analysis by Federico Albano highlighted an interesting difference in energy deployment strategies. Mercedes used a much larger portion of its available electrical energy during the first half of the lap, whereas Ferrari chose to release more energy along the Hangar Straight, where the SF-26 reached speeds around 40 km/h higher than its direct rival.
Ferrari was the only team using this particular deployment strategy on the straight leading towards the final sector.
After a brief stop in the garage, Ferrari sent both drivers back out for another qualifying simulation. Charles Leclerc experimented with a slightly different setup and immediately improved his lap time. Lewis Hamilton also found additional pace, beating Kimi Antonelli by approximately a quarter of a second to move to the top of the leaderboard.
Race pace looks encouraging, but Mercedes may still have more to show
During the final 20 minutes, attention shifted towards race pace simulations. Race engineer Carlo Santi informed Lewis Hamilton over the radio that the target lap time was in the 1:33 range, but the Briton immediately delivered a 1:32.5, while Charles Leclerc recorded a 1:32.3.
Ferrari’s rivals were also circulating on similar pace. The next laps for both Ferrari drivers were 1:32.4 before Lewis Hamilton improved again to a 1:32.358. Kimi Antonelli posted a 1:32.584, while George Russell recorded a 1:32.597.
Most teams completed relatively short race simulations of five or six laps before returning to the pits to switch to the soft tyres for qualifying-style runs.
Lewis Hamilton eventually finished the session fastest, once again beating Kimi Antonelli with a benchmark time of 1:29.260. Charles Leclerc ended 0.599 seconds behind his teammate.
It was evident, however, that the Monegasque driver was still not fully comfortable under braking, a crucial area when chasing maximum lap time around Silverstone. Even so, Ferrari’s performance came as a genuine surprise considering pre-weekend expectations.
There is also reason to believe Mercedes was still holding something back. The available data suggests the Silver Arrows were not using eighth gear during their fastest laps, indicating there may still be additional performance to unlock. Ferrari, meanwhile, appears to have arrived with a strong baseline setup from Maranello, and the remainder of the Sprint weekend will reveal just how competitive the SF-26 truly is.
