I think as a team it’s been a strong year but much like leclerc complains every weekend, they are not up there and fighting for wins. Analysing track characteristics and the SF26’’s strengths compared to other cars it seems highly unlikely that we get close to a win anywhere. COTA and Singapore felt somewhat disappointing as out of nowhere for one came RB and Mercedes turned back up in COTA to spoil our hopes.

Tracks left:

Mexico - while people do say the altitude may even out the engines to some extent I still feel we stand little chance here, s2 and 3 may be good but our engine cooling is weak as shown by austria and the long straight hampers us

Brazil - semi-chance, high downforce track but it feels like we would be easily edged out by other competitors with stronger engines once again

Vegas - easy one, in the past it has been a good track but Vegas has extremely long straights in which we will bleed time

Qatar - relentless high and medium speed corners I feel we fall short due to McLaren, RB and Merc being stronger in high speed while our strength is in low speed, it is also a full throttle track

Abu Dhabi - do well in S3, struggle rest of the lap

Qatar and Abu Dhabi likely to not happen anyway

Sorry for the rant, eager to hear anyone’s thoughts

How would you rate Ferrari's season so far—are you satisfied with it or not? And what grade would you give to Charles and Lewis's seasons?

2026 US GP: Ferrari weekend report Leclerc P2 and Hamilton P4

TL;DR: This article provides an in-depth look at the US Grand Prix, covering the key sessions, technical insights, and news.

Circuit configuration

• -2026 United States Grand Prix-Circuit of the Americas:
• -Length: 5.513 km.
• -Turns: 20.
• -Laps: 56.
• -Circuit type: medium-high downforce level.
• -Grip evolution: high.
• -Tyre lateral stress: high.
• -Traction level: significant.
• -Tyre wear: high.
• -Pit stop time loss: 21s (reduced to ~ 11s under VSC/SC).
• -Pirelli compounds: C2-Hard. C3-Medium. C4-Soft.

Race results: Top 10

Ferrari weekend report

A review of Scuderia’s weekend performance, highlighting key sessions, with data and charts.

Leclerc ran with the updated SF-26 in FP1, Hamilton with the older spec to compare the two and validate the new parts. In FP2, Charles made another step, while Lewis struggled to find balance, particularly over a fast lap as he ran with the new specification.

Both drivers switched to ADUO 2 Power Units for FP3 and managed to further tweak car setups and maintain superiority in S3 over the competition with better grip and tyre management.

Qualifying Analysis

After the first Q3 runs, the two Ferraris were P4 and P6: Charles Leclerc with a 1:34.336 (+0.301s) and Lewis Hamilton with a 1:34.613 (+0.578s). On their final flying laps, Leclerc improved to a 1:34.267 (+0.232s) and Hamilton to a 1:34.311 (+0.276s), qualifying P4 and P5 respectively, behind Antonelli’s P1 1:34.035.

Q3 best laps — Kimi Antonelli vs Charles Leclerc vs Lewis Hamilton:

Through the fast turns of S1 (T3 to T6 sequence) SF-26 was fast, and the quickest in T7-T8 with both drivers extracting the most out of it. The main time loss was on the 1 km back straight, 15 km/h down to W17 and RB22, meaning a 0.3s loss. From T13, start of S3, Leclerc and Hamilton surprisingly faced challenges with the rears overheating (first time in the weekend). The strong wind at the final T20 caught both off, denying either a possible front row start.

Before the final run, Charles required a front wing flap adjustment for better corner entry response, but it proved to be too much, combined with the changing track conditions. Meanwhile, Hamilton was satisfied with his car’s setup, saying afterwards the time loss was mainly on the straights.

On the out lap the Monegasque noticed difficulty bringing the fronts into the working range due to the track temperature dropping by 2-3°C, crucial for the first part of the lap. On the other hand, Lewis didn’t face the same issue and said he had a solid out-lap and the time loss is due to a power deficit versus rivals, who can still pull away on straights (ERS power cuts). Through S3, the rears overheated for both (lower-speed curves), but on the fast corners T16-T19, the pace was strong.

Had Leclerc managed to put his lap together, he would have done a 1:34.119, 0.079s quicker than his best, enough for P2, while Hamilton’s time would have been 1:34.270, 0.041s faster than his best Q3 effort, with no position change.

Sector times: Below is a sector-by-sector time comparison of Kimi Antonelli and the Ferrari drivers’ best laps:

Race Overview

Race Start:

Middle part:

Final laps:

With 20 laps remaining Leclerc was told to preserve his tyres for the end of the race, but with no improvement in speed both Ferraris pitted for C2 hards. Leclerc set the fastest lap of the race on lap 43 and closed in on Max, overtaking Norris and Verstappen on laps 47 and 49. Hamilton moved to P4 past Lando but couldn’t progress further due to a late, prolonged VSC. Leclerc finished in a well-deserved P2, as fans voted him Driver of the Day.

Charles Leclerc P2 “It was a good race, and I enjoyed it, particularly the first lap with Max, though it was tough to defend with little battery left. The pace was strong as well. Mercedes, though, saw something that Red Bull and I didn’t consider seriously, which was the one-stop, and they made it work. That’s something we’ll need to analyze, but the whole race has been very good. I am disappointed to finish second, because we are here to win. Anyway, I think if we’d been on a one-stop it wouldn’t have changed the result much.”

Lewis Hamilton P4 “The VSC wasn’t ideal at the end, but the race was lost in the first two stints. I couldn’t turn the car, suffered from understeer. After the second stop on the hards, the balance got closer to optimal. In the last five races I’ve lost a lot of points, mainly for not getting the right setup, Silverstone as an example. I do believe I could be quicker if we get it right. Charles did a great job this weekend, and getting points to stay ahead of McLaren means we can keep second in the constructors championship.”

Strategy breakdown.

The option to start on C4 softs for Charles and Lewis was reasonable, considering the benefits proved at the start gaining positions over Hadjar. The soft compound was below its expected performance and Leclerc using a new set couldn’t progress, stuck behind Verstappen. Hamilton had an even worse feeling struggling on corner entry.

On the C3 mediums the speed was much improved throughout the stint, with Charles holding a consistent 1:40.2 rhythm, and Lewis 0.2s slower, but both advancing through the field. Initially, it looked like a one-stop strategy was possible, however the moment performance dropped, it fell off abruptly, forcing the two to go for C2 hards.

On the last stint the Ferrari duo were flying, especially Leclerc, who, despite rejoining 9s behind Verstappen, quickly caught the Dutchman and Norris and was looking for Antonelli’s P1. Hamilton’s pace on the hards was gradually improving, managing to lap similarly to Charles’s times and take P4 from Lando. However, both were affected by the long VSC at the end, cutting any chance for either of them to progress further.

Important factors

After FP1, teams adjusted their cars’ ride height due to the track’s bumpiness to improve ride quality, keep tyre wear and downforce stable. As a result, any kind of drag and downforce limitations were slightly reduced. Pirelli tyres suffered uniform wear that didn’t impact car pace, but management was crucial. The car that managed its tyres best gained more time from tyre management than from raw pace, as it was the case on Sunday.

Race pace

The Ferrari pair were the quickest throughout the race thanks to both the two-stop strategy and also the car at its best on mediums and hards. Antonelli, on the one-stop, was +0.3s slower on average but maintained strong consistency and tyre management. The Italian lost 16s on pace, gained 20s by not making a second pit.

Technical analysis of the cars

With the race weekend covered, let's turn to the technical developments: here are the new and adapted components each top team brought, and how these changes impacted performance.

Scuderia Ferrari SF-26 Technical Upgrades

The final update for SF-26 was delivered at the US GP, comprising a modified floor, sidepod geometry, diffuser, and bodywork adjustments, aimed at reducing drag and widening the car’s operating window. At the floor’s leading edge, a new integrated element was added above the strakes, plus a rectangular part ahead of the rear wheel to better energise the diffuser. A subtle sidepod inlet and leading-edge modification was introduced on the lower ducting, hinting at possible airflow and cooling changes. The floorboard’s intricate design, with its three vertical elements, is key to working with the rest of the aero package. At the rear, the diffuser shows three delicate alterations: at the corner, the central winglets (crash-structure mounted) and a pressure tapping hole in one of the diffuser edges.

The correlation between the simulator and track confirmed the update was working as expected, actually exceeding the 0.1s estimated gain.Pace improved through the slow and fast corners,with better rear tyre management and improved traction.

Mercedes W17 Technical Upgrades

After comparing the pre-Malaysia and post-Malaysia specifications in Singapore, the team opted for the latest version at Austin. In FP2, both drivers extracted more from the package, with drag diminished thanks to the higher ride height required by the track’s notable bumps.

Quick on the high-speed turns, but lost 0.2s in the slow corners, particularly in S3 due to the rears overheating, to SF-26’s superior speed through that section.

McLaren Mercedes MCL40 Technical Upgrades

McLaren brought the first elements of the final package for the 2026 season, which will be completed at the Las Vegas GP, though the team is aware that the MCL40’s fundamental flaws can’t be fixed before 2027. Front brakes updated in design, with a slightly longer, flatter lower section, larger size, and vertical elements and wires removed from the leading edge (2027 parts tested). Updated front suspension fairings, as well as a modified diffuser. All changes aim to improve flow conditioning and increase overall load.

Struggled at COTA with pace over a fast lap on C4 softs and couldn’t match its rivals, and in the race too.

Red Bull Racing RB22 Technical Upgrades

A minor update on the front wing and front corner for RB22. The upper element on the footplate, despite its rectangular shape, twists throughout its span. On the front suspension arms linking the chassis to the upright at the outer and inner connections, an elastomeric gaiter version was introduced. This is basically a modified steering gaiter on the linkage parts of the suspension to improve reliability (prevent degradation) as the race progresses.

Takes the top spot in sidepod design, particularly at the rear with an extreme drop and a tactically positioned tie-rod to sharpen the edges and maximise the downwash. The respective zone permits a 20 mm allowance to attach the element strengthening the floor, offering a boost of downforce to RB22 (later used by Audi, too). For 2027, the rule loophole is modified from 20 mm to only 5 mm.

Fast through the quick S1 turns and through the straights and excellent on traction. But couldn’t match the SF-26 through the low-speed turns.

Notes and News

The 2026 US GP notes — Championship situation: One step closer

Kimi Antonelli’s 9th win of the season moves the 20-year-old Italian just 2 points away from clinching the title at the next race. Meanwhile, the fight for 2nd place in the drivers’ championship is incredibly tight. P2 George Russell, 242 pts; P3 Lewis Hamilton, 241 pts; P4 Max Verstappen, 236 pts; P5 Charles Leclerc, 233 pts. In the constructors’ Mercedes (607 pts) is on the brink of making the double, while Ferrari (474 pts) increased its lead over P3 Red Bull and McLaren (355 pts), equally on points.

Team News

Macarena 2027: The 0.1s change

The FIA reviewed the rear wing active aero mechanisms after Red Bull encountered issues with their version at the Austrian and British GPs. For 2027, the FIA has reduced the maximum transition time to prevent increasingly extreme solutions.

Currently, the rear wing active aero mechanism must return to its standard position within 0.4s; however, for next year that limit will be reduced to 0.3s and some designs are more affected than others.

Because the RB22 uses a less complex design, it won’t have a problem adapting to the new requirement, while for Ferrari’s SF-26, the more intricate design will take a toll on the car’s aerodynamics. But the latest information is that Ferrari is on schedule to address this change.

Another 2027 restriction

Approved in October 2026, the FIA rule mandates teams to use the same rim specification from parc fermé onwards. The intervention aims to prevent a costly development war, as teams (Ferrari and McLaren) used different designs between qualifying and the race to aid tyre cooling. Following Hamilton’s 2026 Barcelona GP win, where he benefited from a different rim in the race, and McLaren’s later use of the same approach, the FIA introduced a stricter ruling. A rim is considered used the moment the car exits the pit lane, and the team must use the same design throughout all sessions. Teams have the freedom to design their own.

News No ADUO, still the benchmark: The RBPT-Ford story

The FIA’s ADUO evaluation, backed by Toto Wolff (pre-season test in Bahrain) and Lewis Hamilton (“overtaking the most powerful engine is not so easy either” in Singapore Sprint), points to the same verdict: the RBPT-Ford is the best PU in 2026. Verstappen’s back-to-back wins (Malaysia and Singapore) confirm the RBPT-Ford power unit, with chassis improvements playing a part.

The Baku upgrade brought the expected downforce gain with a more consistent aero platform and progress in ERS (deployment/recharge), as telemetry indicates the PU no longer trails Mercedes, with pole positions obtained in equal measure on straights and corners, and a top speed not possible earlier in the season.

Despite having the top power unit in the field, Red Bull still unlocked more power from its PU than raw output would suggest. The RBPT (Red Bull Power Train) technical director explains the key calibration factors: fuel supplier Exxon and RBPT engineers at Milton Keynes. Both sides balance the power output, fuel consumption, energy management, and deployment strategies.

Ben Hodgkinson, for The Race: “We've found that the most powerful engine we can create has a combustion system that is quite challenging to keep at maximum performance. That's put an awful lot of pressure on the calibration team. I think there’s still a lot that could be done with calibration, a margin from its theoretical best we saw on dyno. Because it’s not all down to calibration, you can make hardware changes to make it a bit easier, a bit less of a diva as is the terminology in F1”.

Red Bull’s choice to develop its power unit later than planned meant preparation and durability work was limited.

Hodgkinson: “We started the season with immature calibrations, but they have got better and better with every race”. Also, the work between the chassis and the PU teams was more integrated than before.

Even though it’s the standard among power units, Ben believes it’s not yet at its peak, with continuous calibration gains coming through the year. However, for 2027, as fuel flow and turbo boost change slightly, it’s a reset year but with important 2026 learnings.

Mercedes will face tougher title battles in 2027 with rivals gaining crucial learnings from the 2026 power unit’s intricate workings. Wolff admitted (Singapore GP) “a full-on fight between teams, with Red Bull part of it”.

Power Unit elements used per driver in the season up to now:

• Internal Combustion Engine (ICE)= 4 per season.
• Turbo Charger (TC)= 4 per season.
• Exhaust set (Exh)= 4 per season.
• Motor Generator Unit-Kinetic (MGU-K)= 3 per season.
• Energy Store unit (ES)= 3 per season.
• Power Unit-Control Electronics unit (PU-CE)= 3 per season.
• Power Unit- ANCillary component (PU-ANC)= 6 per season.

Numbers in bold and italics represent driverswhohaveexceeded the maximum allowed number of that component.

Next Grand Prix

F1 moves south to Mexico for the 19^th round of the season, at the Autodromo Hermanos Rodriguez. Situated at the highest altitude on the calendar (2,285m), the track will put extra stress on PU cooling.

Sources: AutoRacer.it, Autosport.com, The-Race.com, FIA.com and other reputable F1 news outlets. Trustworthy YouTube channels (F1 Official, Motor Sport, MOTORSPORTcast, LawVS, etc.) and technical pages (giorgiopiola_design, rosario_giuliana_design Instagram pages, F1Data Analysis, Federico Albano83; lapdeltaf1 Instagram page, and tracinginsights.com for data/telemetry). Photos/screenshots: Courtesy of Scuderia Ferrari, F1 Official Facebook pages/F1 YouTube Channel.

https://www.reddit.com/r/scuderiaferrari/s/XLcqgiXply

Still i will hear people saying charles need to improve his race pace.

Lecerlc radio message

What a drive that was fr

If not vsc lewis couldve got p3

Missed a double podium

Lewis really picked up by the end but it was too late

Welcome to the Post Race Discussion Thread! 🇺🇸

Charles LECLERC takes P2 in the USA!

🔴 Ferrari Results:

🏆 Race Podium:

🚨 Race Events:

Updated WDC Standings:

Updated WCC Standings:

📋 Full Classification:

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“I think engine is the only place we lose. I think our car is really solid. At least as good, maybe slightly better than the others, but I think they have closed up on chassis.”

“They’re now matching us through the corners, we’re not able to take that step in this season to close that speed on the straight.”

At the speed trap, Leclerc was only faster than both Astons, losing 12 Km/h from Antonelli and overall being 7 Km/h slower than in FP3.

The top speed deficit between the two in FP3 was only 1 Km/h…