The Ferrari SF-26 is a car that induces driver mistakes, and Charles Leclerc’s error at the end of the Miami Grand Prix has a clear explanation behind it. The SF-26 is competitive in terms of chassis performance, but the deficit in the power unit forces drivers to operate constantly beyond the normal limits of the car.
At the end of the Miami Grand Prix, Charles Leclerc admitted it without hesitation, in his usual straightforward and direct manner. What happened on the final lap was his fault. At first, it was thought that there might have been a problem with the rear wing of the Ferrari SF-26, a theory that could have explained the spin and the subsequent impact with the barriers. However, the reality is different and was later confirmed by the Monegasque driver himself.
Charles Leclerc explained that he had to rely on special strategies in managing the power unit, both in terms of energy deployment and electrical energy usage, in order to defend himself from Oscar Piastri’s comeback. The Australian driver, behind the wheel of a heavily upgraded McLaren MCL40, had a significantly superior pace and was closing in strongly. In that context, the Ferrari driver pushed beyond the limit, first losing position and then committing an error that triggered a decisive sequence of events.
After the incident, Charles Leclerc repeatedly exceeded track limits, a behavior that led the FIA and the stewards to hand him a 20-second penalty. It was an inevitable sanction that dropped him down to eighth position. A painful result, especially considering the indications seen in qualifying and the Sprint, where the SF-26 had shown a very different potential.
Ferrari SF-26: potential that does not translate into results
During the Miami weekend, Ferrari had given the impression that it could play a more competitive role. The updates introduced – including the revised and optimized version of the so-called “Macarena” front wing, a new diffuser, and modifications to the outer section of the floor – had raised expectations, also in view of a possible direct fight with Mercedes.
However, the reality on track told a different story. The Mercedes W17 secured its fourth win in four races, the third with Andrea Kimi Antonelli, confirming a clear structural superiority. At the same time, McLaren has moved significantly closer and, at least in race pace terms, has even appeared more competitive than Ferrari.
Nevertheless, from a chassis and aerodynamic perspective, the SF-26 remains a high-level car. Telemetry data confirms this: in both slow and fast corners, it is often among the most competitive cars in the field. The car is predictable, responsive, and offers a stable balance that allows drivers to push with confidence. In this sense, the SF-26 represents a step forward in drivability, adapting well to both Charles Leclerc’s style and Lewis Hamilton’s approach.
The British driver, however, was unable to make an impact in Miami, partly due to a race compromised from the opening lap. The contact with Franco Colapinto caused damage to part of the floor, resulting in a loss of aerodynamic downforce. An incident that makes it difficult to properly evaluate his overall performance.
The power unit issue and the limit that must be overcome
The real problem for Ferrari remains the power unit deficit. This shortcoming has a major impact during races, where energy management and straight-line speed become decisive factors. As a result, drivers are forced to compensate with unconventional strategies, pushing beyond what would normally be required. This is exactly what happened on lap 57 of the Miami Grand Prix.
Here lies the paradox of the SF-26. On one hand, it is a relatively easy car to drive, intuitive in its reactions and solid in its chassis foundation. On the other hand, it becomes extremely complex when trying to extract its maximum potential, because that maximum requires pushing beyond the natural limit of the car itself.
To stay close to rivals, especially over long runs, drivers are forced to take risks. They must push harder, anticipate more aggressively, and extract every possible margin from energy management. This inevitably increases the likelihood of mistakes, as demonstrated by Charles Leclerc’s final lap in Florida.
Until this issue is resolved, it will be difficult to imagine Ferrari becoming a genuine title contender. The work required is substantial and does not concern aerodynamics or chassis design – areas where the team is already competitive – but rather the power unit department.
In this context, it becomes crucial to wait for the next regulatory developments (ADUO) and understand how Maranello will be able to intervene effectively on the power unit. At the same time, the team must develop short-term strategies to reduce the gap. Because, at present, returning to a consistent title fight appears extremely difficult without a significant step forward on the engine side, which, as Miami has shown, heavily influences the overall execution of a race weekend.
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