2026 Scuderia Ferrari HP F1 Team

[Sphere3758]

Can you please explain why we can keep up with mercs only up to 6-7 laps?

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i believe Charles was just preserving his tyres hoping to attack on the last few laps but the safety car killed that. He might have not been successful, but I dont think the Ferrari killed its tyres, atleast on Charles's car. It reminds me of Austria 2022 sprint

[woocasz]

How much do the drivers and teams control the battery deployment lap to lap versus the software doing things on its own or pre-planned?

Something that caught my attention in the interviews just now is Leclerc said the battery deals better with consistent laps than pushing to the limit, and this is something he dislikes about these regs.

A few commenters here have given differing views on how the battery deployment works, either that the team controls some or that the software decides it all. Do we know for a fact or is this just theory based on what the drivers say?

I am just wondering what he means by pushing isn't rewarded as much as consistency. Is it because the software calibrates better with a smaller delta between laps or something along those lines? Or is he referring to something with their car?

Charles: “The important thing in qualifying isn’t perfection. It’s better to stay within the limit by doing the same thing every time, rather than getting into Q3 and trying something more. It’s a bit disappointing, as it was clearly one of my strengths in the past, but I’ll adapt. It’s not a disaster, but I have to say I’m not really enjoying qualifying at the moment.”

what a shame...
still, great results form Charles
his worst track on the calendar and still beating Hamilton (tire whisperer)
Ferrari losing 0,9s on straights to Mercedes and gainig 0,6s on corners
come on Ferrari, we need a bit more on the straights

[ali623]

Leclerc was referring to qualifying. Basically, previous to these regs, in qualifying the track grips up more through Q1/2/3 hence the driver can carry more speed through the corners and the laps get faster throughout.

Obviously the track still grips up the same way now, but if the driver carries more speed through the corners, they use more energy which then kills their speed down the straights and typically results in a net loss of laptime. Because the energy deployment is set by the software, you have to do the same thing throughout qualifying. (I think)

What Leclerc is saying, is that you have to basically drive the same through the corners in Q1/2/3 despite the track gripping up so that you don't mess up the energy deployment for the straights.

This is what I was asking basically, how much control do they have over this in the middle of quali? Do they really set a specific deployment beforehand and if they try to go against it, the software gets messed up? That's what it sounds like but I haven't seen anyone confirm the specifics, just theories

I assumed that was what Charles meant in his comment, he can't push more throughout qualifying because it messes up the 'pre-set' deployment.

[nico5]

How much do the drivers and teams control the battery deployment lap to lap versus the software doing things on its own or pre-planned?

Something that caught my attention in the interviews just now is Leclerc said the battery deals better with consistent laps than pushing to the limit, and this is something he dislikes about these regs.

A few commenters here have given differing views on how the battery deployment works, either that the team controls some or that the software decides it all. Do we know for a fact or is this just theory based on what the drivers say?

I am just wondering what he means by pushing isn't rewarded as much as consistency. Is it because the software calibrates better with a smaller delta between laps or something along those lines? Or is he referring to something with their car?

Leclerc was referring to qualifying. Basically, previous to these regs, in qualifying the track grips up more through Q1/2/3 hence the driver can carry more speed through the corners and the laps get faster throughout.

Obviously the track still grips up the same way now, but if the driver carries more speed through the corners, they use more energy which then kills their speed down the straights and typically results in a net loss of laptime. Because the energy deployment is set by the software, you have to do the same thing throughout qualifying. (I think)

What Leclerc is saying, is that you have to basically drive the same through the corners in Q1/2/3 despite the track gripping up so that you don't mess up the energy deployment for the straights.

What is electronically mapped is engine braking through K harvesting. But if you think logically, the more you push cornering speed for the same gear, the higher the rpm and the more the engine braking mid-corner. So pushing corners like T8-T9 is not necessarily bad for harvesting.
What is certainly worse for harvesting is late braking. Which is sad.
But again, the difference with Mercedes has to be ICE and compression ratio, any deployment difference is just windfall from that, just like in 2014.

[PlatinumZealot]

How much do the drivers and teams control the battery deployment lap to lap versus the software doing things on its own or pre-planned?

Something that caught my attention in the interviews just now is Leclerc said the battery deals better with consistent laps than pushing to the limit, and this is something he dislikes about these regs.

A few commenters here have given differing views on how the battery deployment works, either that the team controls some or that the software decides it all. Do we know for a fact or is this just theory based on what the drivers say?

I am just wondering what he means by pushing isn't rewarded as much as consistency. Is it because the software calibrates better with a smaller delta between laps or something along those lines? Or is he referring to something with their car?

The battery deployment software has been there since the 2014 regulations. It uses a system like GPS to map where the car is on the track and assigns optimal mode to manage the passive charge and deploy between engine and MGUK to give a smooth response to the torque demand of the driver. The problem is with the 50/50 ICE to battery situation you can imagine that not having 50% of your torque when called for, because you hastily dumped the entire charge on the straight is a huge issue.

[Xyz22]

I really can't believe it. For the first time since 2017 we have a top tier chassis and the engine is worse than the one made by RB.

I'm going to cry

[upsidedowntoast]

Lewis looking miserable after the sprint, not surprising, he drove his heart out and yet Leclerc still had too much for him. Brilliant to see him at his best, but Leclerc is an alien.

Well Lewis kinda chewed up his tyres fighting Russell so not sure how he could have ever remained in the front at all.

[PlatinumZealot]

How much do the drivers and teams control the battery deployment lap to lap versus the software doing things on its own or pre-planned?

Something that caught my attention in the interviews just now is Leclerc said the battery deals better with consistent laps than pushing to the limit, and this is something he dislikes about these regs.

A few commenters here have given differing views on how the battery deployment works, either that the team controls some or that the software decides it all. Do we know for a fact or is this just theory based on what the drivers say?

I am just wondering what he means by pushing isn't rewarded as much as consistency. Is it because the software calibrates better with a smaller delta between laps or something along those lines? Or is he referring to something with their car?

Charles: “The important thing in qualifying isn’t perfection. It’s better to stay within the limit by doing the same thing every time, rather than getting into Q3 and trying something more. It’s a bit disappointing, as it was clearly one of my strengths in the past, but I’ll adapt. It’s not a disaster, but I have to say I’m not really enjoying qualifying at the moment.”

what a shame...
still, great results form Charles
his worst track on the calendar and still beating Hamilton (tire whisperer)
Ferrari losing 0,9s on straights to Mercedes and gainig 0,6s on corners
come on Ferrari, we need a bit more on the straights

I didn't know this was Charles worst track? I mean something woud be wrong if the Ferrari chosen one is not beating an elderly "washed up" incumbent.

[subfire91]

I really can't believe it. For the first time since 2017 we have a top tier chassis and the engine is worse than the one made by RB.

I'm going to cry

https://media.discordapp.net/attachment ... y=lossless

If reports from Autoracer IT are true that the deficit is about 15hp then the difference on ICE power is not significant. Its more about software optimization

[Xyz22]

I really can't believe it. For the first time since 2017 we have a top tier chassis and the engine is worse than the one made by RB.

I'm going to cry

https://media.discordapp.net/attachment ... y=lossless

If reports from Autoracer IT are true that the deficit is about 15hp then the difference on ICE power is not significant. Its more about software optimization

Autoracer reported that an engineer thinks is around 15hp. The gap on track seems much bigger.

[upsidedowntoast]

I really can't believe it. For the first time since 2017 we have a top tier chassis and the engine is worse than the one made by RB.

I'm going to cry

https://media.discordapp.net/attachment ... y=lossless

If reports from Autoracer IT are true that the deficit is about 15hp then the difference on ICE power is not significant. Its more about software optimization

Autoracer reported that an engineer thinks is around 15hp. The gap on track seems much bigger.

To be fair a lot of that time gap can be explained by deployment software issues and setup, both of which Ferrari had problems with. So far Merc seems ahead of the curve in understanding their car, but everyone else will catch up eventually.

[GrizzleBoy]

A comparison between the Merc and Ferrari engine in Q3

[CouncilorIrissa]

I really can't believe it. For the first time since 2017 we have a top tier chassis and the engine is worse than the one made by RB.

I'm going to cry

https://media.discordapp.net/attachment ... y=lossless

This isn't even SF70H level of deficit, more like RB14

[f1Follower]

https://scuderiafans.com/f1-engine-rese ... ellations/

This article states that the FIA will be monitoring the driveshaft torque sensors.

With the current power deficit does Ferrari qualify for ADUO?

[upsidedowntoast]

I love this channel for analysis if you don't know about them yet.

https://youtu.be/jh7zo4EW9MI?si=Q07iedn28dl0JbHH

Interestingly, Ferrari are having worse tyre degradation here compared to Mercedes. Probably *because* of the faster cornering times.

In the past the tradeoff was corner vs. tyre deg. Now it's corner vs. (tyre deg + battery). While historically corner attacks were the mark of a superior chassis, in this regset it seems to matter less. I'm guessing Mercedes deliberately sacrificed their corner performance to have better battery recharge and tyre degradation.