British Grand Prix: Ferrari working to overcome Austrian weaknesses
Strengths and potential weaknesses of the SF-26 ahead of the Silverstone Sprint weekend.
Ferrari heads into the British Grand Prix looking to bounce back after a disappointing Austrian Grand Prix, where the Scuderia collected just 14 championship points, the lowest total among Formula 1’s leading teams.
Several factors contributed to the disappointing result, ranging from the much-discussed new power unit to a setup choice that shifted the car’s balance further towards the front axle. However, the primary issue appears to remain the engine itself—and not simply its outright power output. Despite introducing the latest ADUO development token, the performance gain was far less evident than expected, particularly when compared to the progress made by Ferrari’s direct rivals.
Another significant factor lies in Ferrari’s original decision to adopt a smaller turbocharger concept. During previous generations of Formula 1 power units, thanks to the support of the MGU-H, which coupled the turbocharger and compressor assembly, this solution offered improved responsiveness. However, under the current regulations, it has gradually become a limitation, especially when extracting maximum performance at higher-altitude circuits.
The reason is relatively straightforward. At Spielberg’s elevation, air density is roughly 10% lower than at sea level, meaning there are fewer oxygen molecules available in every unit of air. As a result, a larger turbocharger is physically capable of drawing in and compressing a greater volume of air than a smaller unit.
Since compressor efficiency becomes particularly important at circuits located several hundred metres above sea level, a larger turbo operates more efficiently, allowing the engine to generate greater power during acceleration and at top speed. A smaller turbo, by contrast, struggles to compress the thinner air effectively. Although it reaches high rotational speeds very quickly, it operates much closer to its structural limits, delivering lower energy efficiency while generating additional heat inside the power unit—another issue Ferrari experienced during the Austrian Grand Prix.
Another weakness that became evident was tyre degradation. Ferrari had developed a setup from Saturday onwards that proved highly effective over a single qualifying lap. Simulations also suggested that the same configuration would remain competitive over longer race stints.
Instead, the opposite happened. Both Ferrari drivers found themselves dealing with an extremely oversteering car that quickly overheated the rear tyres, accelerating degradation throughout the race.
Closely linked to the engine power deficit was the approach taken by Charles Leclerc and Lewis Hamilton, who both pushed harder in an attempt to compensate for the lack of straight-line performance. That strategy inevitably accelerated tyre wear, particularly on the rear axle, especially considering that Pirelli had selected some of the softest compounds available for the Austrian weekend.
This was particularly noticeable during Lewis Hamilton’s opening stint while chasing George Russell, as well as during Charles Leclerc’s stint on the hard tyres, where his opening laps were extremely competitive before degradation rapidly took over.
Silverstone: the characteristics of the British circuit
Silverstone is one of Formula 1’s fastest circuits, featuring 18 corners and, from Ferrari’s perspective, four significant straights where the car’s straight-line mode can be fully exploited.
Following Lewis Hamilton’s victory in Barcelona and the introduction of Ferrari’s ADUO upgrade, there had been growing optimism that the Scuderia could finally compete on equal terms with Mercedes. Unfortunately, Austria quickly brought expectations back down to earth, once again highlighting the significant engine performance deficit that has accompanied Ferrari throughout the season.
With several long straights, Silverstone is likely to expose Ferrari’s horsepower deficit once again. The amount of lap time lost under full-throttle conditions will also depend on the team’s chosen energy deployment strategy. Throughout recent Grands Prix, Ferrari has generally preferred to maximise its strengths by focusing on strong mid-corner speed and excellent traction rather than trying to match rivals in outright top speed.
However, after the disappointing result in Austria, Ferrari could adopt a different approach. Although approximately 38% of the Silverstone lap is spent on the straights, the circuit also features numerous fast corners linked by medium-speed sections. These have traditionally suited the characteristics of the Maranello-built SF-26, whose excellent traction—particularly through high-speed bends—has often allowed it to reduce the top-speed deficit before reaching the following straight.
Silverstone also remains Lewis Hamilton’s home circuit, a venue where he has consistently excelled throughout his Formula 1 career. That familiarity, combined with the characteristics of the track, could allow Ferrari to be genuinely competitive over the British Grand Prix weekend.
Ferrari SF-26 updates
According to reports that should become clearer once the first images emerge and Free Practice 1 begins, Ferrari is expected to introduce several technical updates at Silverstone.
The first modification is believed to be an optimisation of the reverse rear wing configuration, designed to reduce aerodynamic drag. The objective is to decrease resistance, allowing higher top speeds and stronger acceleration along the circuit’s long straights.
Ferrari is also expected to introduce a revised diffuser aimed at further reducing aerodynamic drag. This development could work alongside changes to the exhaust configuration and may even include the possible removal of the FTM fin, depending on the data collected during the Austrian Grand Prix Free Practice sessions. The overall objective remains the same: reducing drag and improving straight-line efficiency.
Overall, Ferrari appears determined to recover as much straight-line performance as possible. These developments should not only help optimise the SF-26 for power-sensitive circuits like Monza and Spa-Francorchamps, but also provide valuable data for the team’s future projects, including preparations for the 2027 Formula 1 regulations, when the FTM fin will no longer be permitted.
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