The Japanese round proved once again to be a tough challenge for the cars of the Scuderia. On track, however, it wasn’t the 499P that fell short, but rather the execution of the race strategy.
For the third consecutive year, Fuji has proven difficult for Ferrari, as the team sees its lead in both the Constructors’ and Drivers’ Championships shrink. The Porsche #6, consistently third in the overall standings, is now only 21 points behind the trio of Antonio Giovinazzi, Pier Guidi, and Calado, who were far from flawless during the 6 Hours of Fuji, collecting a significant number of penalties.
Out of the points as well was the #50 car driven by Nielsen, Fuoco, and Molina, finishing 11th, behind the #83, which had been pushed to the back of the grid from the start due to contact at the first corner. While the situation has worsened since COTA, it remains manageable. Vanthoor and Estre represent a real threat, and with 38 points available, the 8 Hours of Bahrain will be a crucial race.
Ferrari: performance was not the issue
From a purely technical standpoint, Fuji has always been a track that challenges the 499P. In 2023 and 2024, Ferrari struggled to reach the podium due to tire management issues during the race. The “Joker” update introduced after the 2024 Le Mans victory, aimed at upgrading brake ducts and front aerodynamics, was intended to improve tire management.
That year, the Japanese round ended disastrously, with the first Ferrari finishing ninth. The update caused setup issues, forcing the engineers to revisit the car’s settings—a normal occurrence when implementing such modifications. This year, the factory improvements have been evident, transforming the 499P into a car that treats its tires gently and performs consistently over long stints.
The drivers have leveraged this advantage, demonstrating the 499P’s strength over extended runs. However, tire warm-up remains a critical point. After each restart, Porsche and Cadillac could attack the Italian cars, which struggled to bring their tires up to optimal temperature quickly. This is likely a direct consequence of the car’s gentle treatment of tires: during stints, they perform better due to reduced slip and energy loss, but heating them quickly is more challenging.
The Fuji Speedway is particularly harsh on thermal degradation, with the final sector often sending tires completely out of their optimal window. This weekend, Cadillac had a significant advantage in this regard, and if luck had been on their side, they likely would have celebrated at the end of the race. In terms of single-lap pace, however, the 499P remained strong, consistently performing well despite BoP limitations. Giovinazzi’s pace in the early stints was among the best on the track, especially toward the end of his runs.
The Apulian driver confirmed this in a brief interview after exiting the car. Unfortunately, the #15’s retirement disrupted everyone’s plans, forcing the teams to carefully manage available energy. From that point, misfortune struck the #51, constantly ending up at the back after pitting just before two neutralizations. Penalties eventually compounded the issues for the championship-leading crew.
Nielsen commented after the race: “Many interruptions influenced the race, making it impossible to recover positions.” Antonio Giovinazzi, during his driving hours, maintained a pace very similar to the Cadillac #12 running in clear air. Disappointment dominated the Ferrari pit after such a result, with execution failing to capitalize on a car that had proven competitive even at Fuji in previous seasons.
These sentiments were echoed by Ferrari’s Endurance Team Manager, Ferdinando Cannizzo: “We knew from the beginning that this weekend would be challenging, but with careful preparation and a setup that allowed us to maximize tire grip in the early and middle phases of the race, we managed to position the cars near the front.”
He continued: “Unfortunately, the Full Course Yellow and Safety Car periods completely changed the leaderboard and race momentum, and combined with minor mistakes, they negated the excellent work done up to that point. We lost important points to our rivals, so we must quickly analyze what went wrong, move on, and prepare thoroughly for the final race in Bahrain.”
Pier Guidi complicates the day, Giovinazzi and Fuoco do their best
Pier Guidi faced a double penalty for track limits (a drive-through and a 30-second stop-and-go), effectively ending the #51’s race. The engineer-driver has had some mistakes this season, including at Le Mans, but has also shown talent and speed, as demonstrated in Austin and the 6 Hours of Spa. The #51 lineup is top-tier, and perfection will be required in Bahrain to maximize points.
Antonio Fuoco, like his teammate, executed strong maneuvers to reach third place just before the final stint. Unfortunately, in trying to minimize pit stops, the #50 complicated its final phase. The correct compromise was not to change all tires, as the #35 did to win. Only two tires were changed on the Alpine, which, along with the #6’s penalty, allowed Milesi to return to track with a good advantage over the Peugeot #93 and Vanthoor.
This year, more than ever, strategy plays a crucial role in WEC races. Almost all cars received penalties, highlighting the complexity of managing the cars. Additionally, the Valkyries and Peugeots, benefiting from overly generous BoP, were difficult to challenge. Both had the best power-to-weight ratio under 250 km/h, enabling strong exits from the final corner and effective defense.
The 499P, along with the Toyotas, were among the most penalized cars in terms of available power vs. weight. This makes Giovinazzi’s performance even more impressive. After the race, he stated that sixth place could have been possible with a clean race, with crucial championship points at stake. Track temperatures hovered around 28 °C, cooler than qualifying and consistent with FP3, benefiting the 963, which showcased top speed in the closing stages. The #5 was also consistently fast all weekend, unlike in previous rounds.
Milesi’s late-race performance speaks for itself: the #35, held back for most of the race, displayed its full potential when given the opportunity. Without Jensen slowing Vanthoor, the #6 could have had a great chance to win, aided by a Safety Car. In contrast, Ferrari’s two factory cars had to manage fuel. Alpine’s strategic choice was key: using only two new tires reduced warm-up issues and minimized time loss.
Looking at the weekend as a whole, the Japanese round was a “new Interlagos” for the 499P. Yet, performance was solid. In qualifying, Giovinazzi placed the #51 behind only the Cadillac, Aston Martin, Peugeot, and BMW cars. Finishing Hyperpole ahead of the #5 on a track favorable to the 963 and with decent BoP was a positive sign. Fuoco finished 15th, but in a six-hour race, this was manageable. In Endurance racing, performance alone is not enough, especially on a closely matched grid.
During the race, Ferrari enjoyed a performance advantage at the end of stints due to excellent tire management, but all the neutralizations exposed the 499P, nullifying this benefit. The story of the race was Porsche strong in early laps, Ferrari stronger in final laps of each stint. AF Corse and Ferrari engineers have proven their pit expertise before, so winning both World Titles in Bahrain remains achievable. The #6 will be fast, with BoP playing a major role. Pressure on the #51 will be high, but Ferrari is fully capable of handling it.
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