Multiple execution errors cost Ferrari in Sprint qualifying
Energy harvesting and deployment issues, combined with an imperfect lap and suboptimal tyre activation, all contributed to Ferrari’s setback in Miami Sprint qualifying. In the 2026 Formula 1 season, small details make a huge difference, and Ferrari felt that once again.
Fred Vasseur is well aware of this reality, having asked his team for near-perfect execution. That did not happen on this occasion, but there is still time to recover starting from today’s sprint race.
Ferrari SF-26: strong updates, but execution remains the issue
Ferrari continues to struggle with extracting maximum performance from the SF-26. The latest upgrades have partially widened the setup window, improving overall flexibility.
During FP1, suspension adjustments were made to manage ride height on the front axle. A key radio message from engineer Bryan Bozzi suggested to Charles Leclerc the possibility of adjusting the suspension bars to modify stiffness characteristics on the car.
It remains unclear whether this adjustment was fully implemented, and if so, whether it affected the stability of the car. Setting up the car correctly is never simple, especially when introducing a large upgrade package with only 90 minutes of running available, while also needing to prioritise race simulation and qualifying preparation.
Fortunately, parc fermé rules after the Sprint race no longer apply. This gives Ferrari engineers the opportunity to work on the setup after simulator analysis overnight. As reported earlier, Ferrari has identified a development direction aimed at improving competitiveness for the second qualifying session of the weekend.
Ferrari SF-26: energy deployment remains a key weakness
Looking at telemetry data from the Ferrari SF-26, the most obvious issue comes from Charles Leclerc’s lap performance. The Monegasque had a very strong and competitive car in the first sector, where Ferrari generated significant vertical load and grip.
This allowed the Monegasque to take Turns 4 and 5 flat out, while competitors like Lando Norris were forced to lift. However, a clear speed difference of around 9 km/h appears in the section between Turns 4 and 6.
The biggest loss occurs in the second part of the lap, where Leclerc drops around three tenths overall — exactly the gap seen at the end of his lap. In the second straight leading to Turn 11, he loses a further 8 km/h compared to Lando Norris.
Interestingly, compared to his best Q2 attempt, Charles Leclerc was also 6 km/h slower. This strongly suggests a software-related issue in energy deployment management. McLaren’s engines operate at higher RPM due to shorter gear ratios, but there remains a clear power deficit for Ferrari’s power unit compared to Mercedes and its customer teams.
Imperfect lap execution and ongoing energy management issues
The situation is different in the final straight, where Charles Leclerc did not suffer the same battery discharge issues. However, beyond tyre preparation problems — which team principal Fred Vasseur himself acknowledged — Ferrari continues to struggle with the MGU-K energy recovery system despite extensive analysis over the past month.
On top of that, Charles Leclerc suffers instability between Turns 11 and 12, both under braking and during acceleration. Since free practice, Ferrari has also been operating with lower energy reserves by the final corner, meaning less deployment available for the final acceleration phase.
As a result, the SF-26 cannot deliver maximum power through Turns 18 and 19, losing crucial performance in traction compared to its rivals at the end of the lap.
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