Torque delivery has also been adjusted to reduce wheelspin and improve rear tyre protection.
down so that Lewis’ penalty wouldn’t affect the finishing positions of their two drivers.
Source: https://x.com/i/status/2081405480644022330
Fred Vasseur: “We never considered RB’s strategy because we pitted a little earlier than Max, and it seemed too ambitious to think we could go to the end of the race without taking tyre life into account.”
“The reality was different. We didn’t have the opportunity to complete a long run on all three tyre compounds during free practice, so we made two bets. Today, I can say those bets didn’t pay off.”
Ended up P2 and P3 despite having the pace for pole and victory.
Leclerc with no Medium Tyre at all, and no new Soft Tyre for the race.
Hamilton's grid penalty for impeding Piastri.
Hamilton wasn’t aware Piastri was on a lap at the time as information was relayed to him very quick and all over.
📻 | Santi: “Piastri pushing.”
📻 | Santi: “Yellow flag, yellow flag”
📻 | Lewis Hamilton: “Where's Piastri?”
📻 | Santi: “Behind. Yellow flag.”
📻 | Lewis Hamilton: “Where's yellow flag?”
📻 | Lewis Hamilton: “Was Piastri on a lap or...?”
The high-downforce specification features additional “hanger flaps” to increase rear load, a concept Mercedes has used since pre-season testing.
This update is aimed entirely at extracting the maximum from the SF-26, rather than something that will carry over into next season.
completely different. So that meant I was probably a good couple tenths, maybe three tenths slower than I should have been in qualifying, and then I ended up further back, got in the incident, five second penalty…”
“So just like a domino effect from, I think a decision, well the mistake from myself. But the team have been doing a great job with strategy, pit stops, we are continuing to improve the car, I think our pace today without the damage, I think we could have been challenging for the win.”
Loïc Serra’s main contribution at Ferrari has been organisational, increasing interaction between aerodynamics, vehicle dynamics, tyres and the technical office while improving cooperation across departments and development cycles.
The SF-25’s limitations accelerated these changes, while the SF-26 became the first Ferrari developed under Serra’s structure, with greater emphasis placed on tyre understanding and vehicle dynamics.
The cuts to id Software have hit the teams that develop id Tech hard, without a doubt. But rumors that there's now virtually nobody working on the engine are false. Sources tell me that there remains a solid stack of expertise for id Tech across id Software itself, and Machine Games. I'm told Microsoft also has no plans to shift either studio forcibly to Unreal Engine, which seems to have become the default for Microsoft and many other core game makers.
Microsoft provided us this statement on the topic: "There are dozens of people working on id Tech across multiple locations. Reports that there’s only one person left in Texas are inaccurate."
Full quote: [Giuliano Duchessa] "It is more interesting than anticipated. In long-duration corners, the SF-26 is setting the benchmark, much like it did in Barcelona. Austria lacked these types of corners, and more importantly, there was an invisible enemy: low air density. The combination of high altitude and operating temperatures severely compromised the energy deployment algorithm.
We are seeing an output increase of at least 15 kW at Silverstone, which has yielded a far superior overall balance compared to the competition so far, bringing the car roughly on par with Mercedes. Lewis made up the rest of the difference."