Ferrari’s new Power Unit specification made its track debut during FP1 at Monza, where the Maranello team also paid particular attention to the SF-26’s hybrid energy management. The opening practice session for the 2026 Italian Grand Prix provided the first indications of how the updated package was behaving on Formula 1’s demanding high-speed circuit, with energy clipping proving less severe than had been expected.
Ferrari arrived at Monza for the 13th round of the Formula 1 season with the enormous support that traditionally surrounds its home Grand Prix. Expectations were high, and both SF-26 cars took to the track with a new engine specification as part of a technical update package designed to maximise efficiency on the fast Brianza circuit. The latest developments followed extensive work on Ferrari’s ADUO-2 Power Unit evolution ahead of the Italian Grand Prix.
Ferrari appeared well prepared for Monza in FP1
Charles Leclerc and Lewis Hamilton wasted little time once FP1 began. Both Ferrari drivers started the session on the Hard compound, a tyre that allowed the team to assess the baseline set-up prepared at the factory. One particularly interesting detail was that the Power Unit maps, selected through alphanumeric settings, differed from those normally seen.
The opening laps were primarily exploratory, giving Charles Leclerc and Lewis Hamilton an opportunity to understand the track conditions. Ferrari then completed two cool-down laps, during which Charles Leclerc received several suggestions concerning car adjustments to help manage rotation and braking.
The team was also keeping a close eye on the hybrid system. At Monza, harvesting and deployment are especially important because the long periods spent at high speed place unusual demands on the management of electrical energy. That made the behaviour of Ferrari’s revised Power Unit one of the most significant areas to monitor during the opening session.
When the pace increased, both SF-26 cars displayed a good level of stability, although considerably more running was still required before the balance could be judged definitively. The steering inputs appeared relatively clean, while a small amount of oversteer was noticeable when accelerating out of the slower corners. It was nothing excessive and could even prove useful during the initial turn-in phase.
Ferrari gathered aero data after its Monza efficiency work
Corner entry and exit behaviour both appeared consistent with expectations. Ferrari then moved on to several constant-speed runs, which were designed to collect data on aerodynamic efficiency. This has been a significant area of development for the team as it attempts to reduce resistance through the air without sacrificing the level of downforce required to keep the SF-26 stable.
That work complemented the specific low-drag modifications made to the SF-26 for Monza, where aerodynamic efficiency and Power Unit performance are closely linked.
A look at the sector times showed Lewis Hamilton setting the strongest third sector, with the seven-time world champion particularly effective through Parabolica. It was an interesting indication of the downforce being generated by the number 44 Ferrari, although the team still needed further running later in the day before drawing stronger conclusions.
Ferrari’s new engine showed reduced hybrid clipping
For their second stint, Lewis Hamilton and Charles Leclerc left the pit lane on the yellow-walled Medium tyres. The additional grip allowed both drivers to attack the circuit more aggressively. Charles Leclerc immediately removed around one second from his previous best, while Lewis Hamilton ran deep into Turn 1 and was forced across the grass.
The mistake was not particularly costly. After a lap to clean the tyres, Lewis Hamilton was able to continue his programme. Traffic proved more troublesome, with both Ferrari drivers repeatedly reporting congestion around the circuit.
Another important observation concerned the expected super-clipping effect. Although the reduction in electrical assistance towards the end of the straights was still present, it was considerably less pronounced than many had anticipated. That suggested Ferrari was distributing its available hybrid energy effectively around the lap.
This was particularly relevant given the emphasis Ferrari had placed on its engine and aerodynamic developments for the Italian Grand Prix.
Lewis Hamilton also improved his lap time, although he initially remained around half a second behind Charles Leclerc, with his earlier mistake having done little to help the condition of his tyres. Ferrari’s programme nevertheless appeared to be proceeding as planned. Charles Leclerc ended that run first, while Lewis Hamilton continued for another two laps and improved by three tenths to move into second position.
Ferrari showed solid high-fuel pace, but rivals were quicker
Charles Leclerc later returned to the circuit using the same set of Medium tyres to complete a short race-pace simulation. With a heavier fuel load, clipping became apparent roughly 200 metres earlier on the main straight, with a similar pattern emerging around the Ascari section.
Charles Leclerc’s lap times were competitive, although both Mercedes cars were quicker during this phase of the session, as was McLaren. The wider performance of those two rivals remains an important reference point for Ferrari, with the latest Mercedes Formula 1 developments providing additional context around the competitive picture.
Interestingly, Mercedes appeared to encounter its energy cut-off at approximately the same points on the circuit as Ferrari. There was therefore a reasonable degree of balance between the two systems, although the W17 seemed to have slightly more electrical energy available during acceleration. That impression still required confirmation through further running.
The first practice session of the Italian Grand Prix eventually came to an end under the Monza sunshine. Both Ferraris, carrying their special livery paying tribute to Michael Schumacher, lined up for practice starts and completed clutch-bite-point checks before returning to the garage.
Overall, it was an encouraging beginning for the SF-26 and its updated Power Unit, but Ferrari still needed to make the customary step forward between sessions to optimise the package. FP2 was expected to provide a much more representative picture of performance and allow firmer conclusions to be drawn about the car’s balance, race pace and hybrid energy management. Further developments around the SF-26 can be followed through our Ferrari technical analysis coverage.
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