Ferrari team principal Fred Vasseur believes the characteristics of the SF-26, particularly its smaller turbocharger, could provide an advantage at the 2026 Mexico City Grand Prix. After an encouraging opening day in which Ferrari led both Friday practice sessions, the French manager highlighted the potential benefits of the car’s performance through slow corners while acknowledging the considerable technical challenges created by the circuit’s altitude.
The Scuderia’s Friday performance at the Autódromo Hermanos Rodríguez bore several similarities to its start to the previous race weekend in Austin. Once again, the Italian team finished both practice sessions at the top of the timesheets. More importantly, Ferrari immediately found a well-balanced car without any major problems, providing a useful foundation for fine-tuning the setup ahead of qualifying.
Nevertheless, Vasseur is refusing to become carried away by the early results. Saturday’s qualifying session will play an important role in determining the competitive order, and the Ferrari boss wants his team to concentrate on extracting the maximum from its package rather than focusing too heavily on its rivals.
Fred Vasseur pleased with Ferrari’s Mexico GP start but remains cautious
Speaking after Friday practice, Fred Vasseur stressed that the team’s priority was to continue working and maximise its performance for Saturday, rather than become preoccupied with confidence or expectations.
“It’s not about whether I’m confident or not. We have to work, we have to try to get the maximum out of tomorrow. The conditions are very difficult, as we already knew because of the altitude. It’s a challenge for us, but also for the others,” the Ferrari team principal explained.
The unusual conditions at the Mexican circuit make the weekend particularly demanding, even when a car starts with a promising balance. Ferrari’s relatively trouble-free opening day gives its engineers an opportunity to refine the setup rather than devote the available preparation time to solving major handling problems.
However, the team’s encouraging performance does not eliminate the challenges that Ferrari faced in adapting the SF-26 to Mexico following its Austin improvements. With the competitive order potentially changing before qualifying, further progress remains essential.
Mexico GP Turn 1 bumps raise safety and setup concerns
One particular aspect of the circuit attracted Fred Vasseur’s attention: the uneven asphalt approaching the braking zone for Turn 1. Numerous drivers experienced lock-ups during Friday practice, particularly in FP1, highlighting the difficulty of slowing the cars after the long main straight.
As the cars travel along the straight, the front tyres lose temperature. Combined with the bumpy surface approaching the first corner, this increases the likelihood of locking the wheels under braking, making the area particularly demanding for drivers and engineers.
“The track is very bumpy, perhaps even a little too much in the area before Turn 1. It’s almost dangerous. We’ll have to work on something this evening, but overall I think it’s been a good start to the weekend. There’s still a long way to go,” Vasseur added.
There is also the possibility that the FIA could intervene overnight to reduce the problem, particularly because the condition of the surface influences how teams configure their cars. The bumps are therefore not simply a question of driver comfort, but another factor to consider when refining the setup before qualifying.
Why Mexico’s extreme altitude changes Ferrari’s aerodynamic and cooling requirements
The Mexico City Grand Prix presents an unusual challenge, not primarily because of the circuit layout, but because of its location. At more than 3,000 metres above sea level, the venue is described as being approximately five times higher than other events such as Brazil and Austria.
At such altitude, the lower air density has several consequences for Formula 1 cars. Aerodynamic downforce decreases, while cooling the Power Unit and brakes becomes more difficult. Teams consequently tend to use dedicated cooling configurations to manage the additional thermal demands.
In previous seasons, it was not unusual for cars to run maximum-downforce packages similar to those used in Monaco. The introduction of active aerodynamics on the straights in 2026 has, however, changed how teams approach these configurations.
The distinction between high-downforce and low-downforce packages is now less pronounced, with the difference between configurations having decreased considerably compared with the previous season. Nevertheless, the reduced air density still means that cars generate relatively little downforce at Mexico City.
That lack of grip causes the cars to slide more, increasing tyre temperatures, particularly at the rear. Managing heat throughout the lap has consequently become even more important.
Interestingly, Ferrari has adopted a different approach at the front of the SF-26. Its engineers have fitted completely closed wheel covers and wheel rims, with the aim of bringing the front end up to temperature more quickly. The decision reflects the contrasting thermal requirements between the front and rear of the car at this circuit.
These difficulties underline the significance of the cooling and grip challenges previously highlighted by Fred Vasseur ahead of the Mexican weekend.
How Ferrari’s smaller turbo could provide an advantage in Mexico
Another important consequence of the altitude concerns the operation of the turbocharger, an aspect also partly discussed by Mercedes driver George Russell during Thursday’s press conference.
Because the air is thinner at high altitude, the turbocharger must rotate faster to compensate for the reduced air density compared with operation at sea level. Until last season, the MGU-H could partially assist by supplying energy, whereas the 2026 regulations have made the management of electrical power particularly delicate.
Although Mexico provides several opportunities for energy recovery, using electrical energy through the MGU-K to assist the turbo means consuming battery charge that could otherwise be deployed elsewhere, particularly along the straights.
In this respect, a smaller turbocharger can offer certain advantages. Its characteristics may be especially useful when accelerating out of slow corners and during subsequent acceleration phases, potentially reducing the delay between the driver’s throttle demand and the response delivered by the Power Unit.
However, turbocharger dimensions are not the only consideration. The component must also remain within an appropriate operating-speed range, with temperature and mechanical stress carefully controlled to protect reliability.
For Fred Vasseur, the combination of slower corners and a smaller turbocharger could therefore work in Ferrari’s favour. At the same time, the French manager recognises that the advantage cannot be considered decisive, especially when qualifying margins can be measured in hundredths of a second.
Fred Vasseur expects Ferrari’s rivals to improve before qualifying
When discussing whether the characteristics of the SF-26 could provide an advantage, Fred Vasseur acknowledged the potential benefit but emphasised that every team would continue adjusting its car to the unusual conditions.
“Yes, it is an advantage, but everyone will improve, everyone will fine-tune the car taking the altitude into account. It’s true that the conditions are extremely different from those we normally encounter, and for the drivers, driving here in Mexico City with this level of downforce is a challenge,” the Ferrari team principal explained.
He also pointed to the difference in aerodynamic configurations compared with previous seasons, particularly at circuits where teams traditionally relied on maximum-downforce packages.
“They were used to having the highest-downforce wing of the entire season. I think the difference compared with last year is much smaller at Monza than at Monaco or Mexico, and that makes the situation even more challenging for them.”
The comments underline how the introduction of active aerodynamics has changed the demands facing drivers, particularly at circuits where maximum downforce was previously the conventional solution.
Ferrari can take encouragement from its early balance and Friday performance, but the final assessment will come when the teams complete their preparations for qualifying. The progress made by the Scuderia and its competitors during practice can also be examined using the F1 Practice and Long-Run Analysis tool.
For now, Fred Vasseur’s message remains measured: Ferrari has made a positive start and may benefit from the characteristics of its Power Unit, but the difficult conditions and expected improvements from rival teams mean that nothing can be taken for granted before the decisive sessions of the 2026 Mexico City Grand Prix weekend.
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