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This article provides an in-depth look at the British GP—expect a 15-17 minute read.

 

TL;DR: Scuderia Ferrari triumphant British weekend, technical details of the front-running cars, driving style descriptions, team news, the most important sessions analysis, Mercedes trick, and news related to the sport.

Circuit configuration

-The 2026 British GP- Silverstone Circuit:

-Length: 5.891m.

-Number of laps: 52.

-Number of turns: 18.

-Circuit type: Front limited, front left the highest stress.

-Downforce/aerodynamic efficiency: crucial.

-Tyre lateral stress: significant.

-Tyre wear: High.

-MJ limit: 6.5 MJ for qualifying and 8 MJ for the race. 0.5 MJ available for the attacking car within 1s= ~1.5s per lap quicker when used.

-Straight Mode zones: T18 to T1 striaght, T5 to T6 Wellington straight , T8 to T9 old start start/finish straight and T14 to T15 Hangar straight.

-Overtake mode detection: between T17 and T18.

-20s time loss for a normal pitstop and 10s under VSC/SC.

-Pirelli brought its most robust compound: C1-Hard. C2-Medium. C3-Soft.

Lewis Hamilton tackling T17-T18 at Silverstone

Weekend schedule

Sprint Qualifying uses SQ1/SQ2 medium, SQ3 (Softs).

-Sprint Qualy 3-8 minute length: Only one fast lap for the Ferrari duo as Lewis Hamilton pulled a classic lap around Silverstone to score his maiden Sprint pole of the season. The Briton aced S2 and S3 and set a 1:28.376, while Charles Leclerc ended up in P4 with a 1:28.703 +0.327.

-Sprint Race 17 Laps: Sunny, windy conditions, C4 compound for both Ferraris. Lewis had a slower start, allowing Antonelli to challenge into T1, but Hamilton stayed in front. Charles had a bad start, losing three positions and dropping to P7. Lewis edged in front in the first laps, but Kimi closed in on him and on lap 8 took the lead. Charles progressed to P6 on Piastri and was in a three-way battle with Verstappen and Russell for P4. On lap 11, Leclerc took P5 from the Dutch driver and pursued George. The second half of the Sprint saw Hamilton unable to get within 1s of Antonelli, while Leclerc chased Russell but couldn’t overtake. Lewis Hamilton crossed the finish line in P2, Charles Leclerc in P5.

-Qualifying 1-18 min(six drivers eliminated): Clear skies, hot asphalt and C3 used softs for the first two quick laps. Both drivers set a single push lap enough to progress to the next segment of qualifying.

-Qualifying 2-15 min(six drivers eliminated): A new set of C3 marked Pirelli for Lewis and Charles, and a single fast lap did it for the two: 1:28.864 for Hamilton and 1:29.069 for Leclerc. But they went out to prepare for Q3 and Leclerc lowered it to a 1:28.626, setting the best S2, while Hamilton didn’t improve on his initial try.

-Qualifying 3-13 min(10 drivers battle for pole position): 42°C track, almost no wind and two fresh sets of C3 softs for the Ferrari duo. First quick laps saw Lewis Hamilton set a 1:28.591 and Charles Leclerc a 1:28.620 to go P3 and P4 provisionally, although Lewis lost time in T3 with an error. In the final attempts, both bettered their banker laps. Charles Leclerc qualified 2nd with a 1:28.286 and best S1 time; Lewis Hamilton P3 with a 1:28.458 but had a bad S2.

• Race Start & Early laps- 52 laps: 40°C asphalt, minimal wind and C2 for start. Excellent starts from Charles Leclerc and Lewis Hamilton saw them gain one place each and be 1-2 at the end of lap one. 2.3s covered the top three: Leclerc, Hamilton and Antonelli, but the gaps slightly started to increase. Charles built a 3s advantage over his teammate, who was under pressure from Kimi by lap 8; the Mercedes stayed within 1s of the front-left graining-suffering Ferrari. Reaching lap 15, Leclerc had a 4.5s lead over Antonelli, who was 1.5s in front of Hamilton, leading 4s Russell in P4.
• Middle-Race: As the laps went by, Charles' lead was narrowly reduced to 3.3s, while Hamilton lost ground to Antonelli, trailing by 7s, and pitted on lap 24. Lewis changed to C1 hard, but lost time as the pit crew waited to take the 5s time penalty for a false start, rejoining in P6. Two laps later, Leclerc stopped to install a set of C1 and rejoined in P2 with 5s over Norris, yet to pit. Lewis was encouraged on team radio: “You are P6, we are fighting for P3 podium”. Hamilton caught the duo ahead of him, Verstappen-Russell and had better pace. On lap 30, Lewis went for a move on the outside of the fast-paced Copse right-hander and was ahead, only to lose position on the Hangar straight having no ERS left. One lap ahead, Hamilton on T6 Brooklands moved him ahead of Russell, but again he lost the position on the next straight. Leclerc on fresher tyres matched Antonelli’s pace yet to pit in the lead. Lewis was in P4 as Russell pitted for a puncture, and attacked Verstappen but didn’t progress.
• Final laps: On lap 37, Leclerc was back in the lead with Antonelli pitting and leading by 7.5s, and managing his tyres; Lewis was up into P3, overtaking Verstappen into T6. Charles' lead was reduced by Kimi in P2 with 10 laps fresher hard Pirellis to 5s on lap 40. But on lap 42, Antonelli's charge was cut when he was hit by trouble, forcing him to pit and giving P2 to Lewis Hamilton, who had 7s over Verstappen in P3. Charles enjoyed a 20s gap to his teammate, although a late Safety Car nullified the advantage as both Ferraris pitted for a set of C3 soft compound. Leclerc kept P1, while Hamilton lost a position to not pitting George Russell, dropping to P3. With the race not restarting at full speed, the final laps were run under Safety Car with Charles Leclerc taking the first win of the season and the 9th of his career. Lewis Hamlinton finished in P3 after a post-race investigation, helping Ferrari score its first Leclerc-Hamilton double podium.
• Charles Leclerc P1: “It feels incredible. The end wasn’t what I dreamt of, but to win after some particularly difficult weekends, and all the work to get the feeling back with the car, is amazing. Friday night I found something between the Sprint and qualifying, but I had to confirm it today. And today the feeling was back where it needs to be, so I am incredibly happy. Austria wasn’t great, but there we put everything together. I hope I can keep the momentum going forward. Huge thanks to the team for working so hard. With Kimi it would’ve been close; he was very fast, and it would have been very difficult to keep first place; then I heard he had a problem, and I had a big gap, so it seemed straightforward. But then the Safety Car at the end, for whatever reason, I did all the Safety Car time at 120 km/h; my tyres were completely cold, so I was sceptical about the restart. It’s not great for the fans, but in the helmet I was kinda happy there is no restart to keep the win. It feels really good”.
• Lewis Hamilton P3: “Firstly, big big congratulations to Charles. Winning this GP is such a special experience, and this is a great result for our team. So congrats to the team. Yeah, I didn’t have it today. I jumped the start and got the 5s penalty, but Charles had the pace. I struggled with the car balance, but I gave it everything, and I am grateful to be up here. It looks like it (taking the fight to Mercedes). I am not sure what happened to Kimi, but the team is doing a phenomenal job. We still have some work  to do to close the gap on pure performance, but with these results, you know 2 wins for the team this year, it’s fantastic”.

Charles Leclerc celebrates his maiden win of the 2026 season, 9th career victory.

Technical analysis of the cars

With the race weekend covered, let’s take a look at each of the top teams' new and modified/adapted components for the GP. Since it was a Sprint weekend format with only one practice session, many teams opted to bring minimal changes to their vehicles.

-Scuderia Ferrari: SF-26. One new component officially listed on the FIA updates for the British GP. Although not talked about as much, updates brought in previous events improved the overall pace of the car.

• Front wing: An adjusted version debuted in Austria, but with subtle changes to improve the aero balance.
• Front brakes: Modified brake ducts to aid cooling and add downforce through the complex channels.
• Wakeboards/bargeboards: A single vertical vane was used after it was tested in Austria and used in Great Britain. The aim is to improve the overall aero efficiency for the low-drag circuit.
• Wing mirror: Shorter mirror vertical stay, connected to the sidepod, debuted in Austria.
• Floor: Tested in Austria, a low-drag specification was used during the British GP, improving the overall pace.
• Rear brakes: Enlarged cooling exit inlet of the brake ducts and updated winglets to improve the aero balance and downforce load.
• Rear wing: An evolution of the “Macarena” wing, consisting of skinnier elements to aid drag reduction and diffuser flow improvement.
• FTM (flick tail mode) wing: Planned to run without the component, but after analysis, it would’ve been worse than with it off. Still, a minimal version was used at Silverstone to lower the drag, keeping its benefits.
• Energy Recovery System (ERS): A software update introduced at Barcelona aimed to improve the recharge/deployment, plus a boost on the PU hardware (Canal +). A hidden detail is that the MGU-K received upgraded batteries weighing 1 kg less, closing the minimum weight gap and helping engineers use ballast to optimise the vehicle dynamic balance.
• Chassis and Power Unit: At Silverstone, the whole assembly ran at full power, thanks to lower ambient temperatures and an optimised specification.
• Cooling: Tighter engine cover and minimal cooling louvres required for Silverstone’s colder weather.
• Cornering/downforce: Unmatched cornering pace through the high-speed corners and the excellent downforce suited perfectly for the Silverstone layout.
• Top speed/drag: On Friday, it had the best top speed on speed traps, but for Saturday and Sunday it fell slightly in the order.

All the less-pointed updates from previous rounds, plus the latest modifications at Silverstone, delivered a 15 kW = 24 HP power boost, with all the components contributing to the effect.

-Mercedes: W17. Only track-specific components for the Silverstone high-speed configuration.

• ERS: Mercedes struggled with ERS deployment on Friday, but improved after taking Ferrari-inspired mappings.
• Chassis and Power Unit: The upgraded version introduced in Austria, with improvements on batteries for reliability reasons, produced a ~ 5 HP gain.
• Cornering/downforce: The stronger wind on Friday affected its performance.

-McLaren Mercedes: MCL40. One new official FIA-listed component for the home GP.

• Front brakes: New components to comply with the low drag specific to the Silverstone layout.
• Wakeboards/bargeboards: A modified, simpler version adapting to the circuit's high-speed nature, improving the aero load.
• Floor: Front leading-edge modifications to a rounder set of teeth, to reduce the drag of the MCL40 around Silverstone.
• Rear wing: Different configurations between the practice session and the Sprint qualifying, using changes to the active aero actuator and endplates.
• ERS: To Andrea Stella’s surprise, they didn’t use the ERS trick, because they weren’t aware of it.
• Chassis and Power Unit: Running the older PU spec, because it’s off-cycle to other Mercedes-powered cars, impacted the pace at Silverstone. At the Belgian Grand Prix, the upgraded Mercedes PU is expected to make its debut.
• Top speed/drag: The high drag of the car played a notable role at Silverstone’s demanding low drag zones.

-Red Bull Racing: RB22. 1 FIA-updated component listed for the 9th round of the season.

• Rear suspension: In Austria, the fairings have been reshaped to better feed the updated upstream flow, improving stability and adding load.
• Rear brakes: Updated brake ducts and winglets to improve cooling and revised the number of cascade elements to improve the load and stability.
• Rear wing: Amended pylons' shape, aiming to extract more load and improve stability between the mainplane underside and pylons. Visible Guerney flap on top of the upper element to add tiny extra downforce. After the double failings at the Austrian and British GPs for Verstappen’s unfortunate offs, reports indicate that the upside rear wing will be dropped for the next round at Belgium for safety concerns.
• Cornering/downforce: In the high-speed corners, it can’t match the likes of SF-26 or W17.
• Top speed/drag: The lower drag and the strong PU boosted its velocity on straights.

Charles Leclerc negotiating T6 Brooklands.

Drivers and Team

A look into Scuderia’s race weekend performance, debriefing the most important sessions and data, presenting the charts on fastest laps and pit stops.

In Friday practice, Lewis Hamilton gained time by not braking from T7 Luffield to T15 Stowe, optimising ERS recovery with lift-and-coast and strong cornering speed.

-Sprint Qualifying debrief: Lewis Hamilton vs Kimi Antonelli lap comparison: Antonelli was quicker through Village and the Loop, leading by 0.1s into T6 Brooklands. Lewis responded, attacking the corner aggressively, going narrowly ahead only for Kimi to respond out of T7 Luffield, but Hamilton deployed more ERS on the old start-finish straight, going ahead. Flat out through Copse T8 and only lifted until T16 Vale, although Antonelli replied on the Hangar straight, using ERS. But hesitation on braking for the final turns cost him the pole, while Lewis didn’t have the best line through T17, two corrections costing him time, but the momentum was still sufficient to cross the line 0.011 ahead of the Mercedes driver. Leclerc’s braking uncertainty and an error in the final part of the lap cost the Monegasque 0.3s to qualify in P4.

-Sprint summary: Lewis Hamilton’s strong start wasn’t enough to hold back the faster Mercedes, particularly on straights. The SF-26 MGU-K limitations meant it couldn’t match Mercedes ERS deployment, using more through S2, but it came with a downside on the S3 Hangar straight, having nothing to discharge, leaving both Ferrari drivers powerless to defend or attack, in Charles’s case.

-Qualifying debrief: Friday and Sprint learnings helped both Ferrari drivers challenge for pole position, boosted by recent car improvements. Leclerc’s final try in Q3 was error-free, but lacking ERS on the last segment of the lap cost him P1. Hamilton matched Charles on S1, but due to an ERS issue, it slowed him on S2, losing around 0.3, but Lewis reiterated afterwards that on S3 it come back and nothing would’ve changed the outcome.

Charles Leclerc vs Kimi Antonelli laps comparison: Kimi was ahead on the start-finish straight T1-T2, but from T3, Charles took the lead, maintaining a 0.1 advantage through T6 Brooklands. Antonelli closed the gap through T7 Luffield, as Charles deployed more energy on the old finish-start straight and edged ahead into T8 Copse. Through T9-T13 Maggots, Becketts, Leclerc was still ahead, only on the exit of Chapel T14 Kimi to take the lead for good. On the Hangar straight, the Mercedes driver increased the advantage (ERS use and 7th gear to recharge for the last corners). Braking for T16 Vale left-hander, Charles reduced the gap with an aggressive-confident approach, and on the last two turns T17-T18 Club right-handers, despite best efforts, couldn’t do more, qualifying P2. Lewis, despite the ERS problem, carried superior speed to Charles on high-speed corners like the T9-T14 sequence, but couldn’t recover the time.

-Race analysis: After the Sprint, both drivers adjusted set-ups within Parc Ferme limits. Leclerc opted for slighlty forward aero balance, lighter rear, improved ERS depolyment. Lewis went in the opposite direction with the aero balance, to protect the fronts, inducing understeer, having difficulties on the high-speed sections, leading to increased tyre wear, especially C2 medium. Leclerc's first stint on C2 medium was strong, keeping Antonelli at 3-4s adrift. Hamilton struggled with front-left graining in the early laps, limiting his pace and dropping from Charles, losing one position to Antonelli.

After the two switched to C1 hard rubber, the rhythm was consistent, but no match for the 10-lap-younger similar tyres Kimi, who lapped even 0.5 seconds faster than leading Leclerc. Though Charles wasn’t pushing at that time, saving tyres, expecting to fight Antonelli. Lewis, after he served his time penalty, had superior pace to the cars around him, but couldn’t progress due to late-lap power limitations. Hamilton advanced into P2 with Russell’s puncture and overtaking Verstappen. But the late Safety Car and its prolonged stay dropped the Briton to P2; he, like Leclerc, pitted for a set of C3 soft Pirellis, anticipating a dash to the line which never came. Charles adapted well to the car's low-drag configuration and showed confidence on braking, turning and improved throttle application out of corners. Also, he learned from his teammate ERS’s superiority and went into his set-up direction after the simulator feedback missed the mark.

Scuderia Ferrari celebrations after the race.

-Fastest laps top three and the two Ferraris:

Driver-Team-Lap	Lap time-(compound)	Gap
**1.**Kimi Antonelli-Mercedes on lap 37	1:31.777 (H)	Fastest
2. Max Verstappen- Red Bull Racing on lap 40	1:32.101 (H)	+0.324s
3. Isack Hadjar- Red Bull Racing on lap 40	1:32.268 (H)	+0.491s
4. Lewis Hamilton- Ferrari on lap 25	1.32.309 (H)	+0.532
8th fastest Charles Leclerc- Ferrari on lap 43, but managing the pace.	1:32.871 (H)	+1.094s

The British GP race pace, top 5 drivers:

Driver-Team	Tyres	Gap
Charles Leclerc-Ferrari	M-H-S	Fastest
Kimi Antonelli-Mercedes	M-H-M	+0.20s
George Russell- Mercedes	M-H-M	+0.22s
Max Verstappen- Red Bull Racing	M-H-M	+0.26s
Lewis Hamilton- Ferrari	M-H-S	+0.30s

-Pit stops: Scuderia Ferrari pit team delivered steady and fast stops during the British GP for both drivers.

• On lap 25, Charles Leclerc's pit stop was 2.39s, and Lewis Hamilton's tyre change on lap 48 was 2.49s, making them the 6th- and 7th-fastest. The other stops were between 2.49s and 8.80s due to Lewis taking his 5s time penalty on the second pit stop.
• Mercedes had the quickest stops for George Russell on lap 34 (2.18s) and Kimi Antonelli on lap 35 (2.30s), the same time as for Racing Bull’s Liam Lawson on lap 47, covering the top three.

Lewis Hamilton and Charles Leclerc driving styles

• Charles Leclerc likes a car with a prompt front end/enormous oversteer and a volatile/unpredictable rear to apply his braking technique optimally. Leclerc doesn’t completely close the throttle while turning, using it as a trail brake to quicken the rotation, balancing weight distribution and carrying more speed.
• Lewis Hamilton enjoys a stable rear, allowing him to brake as deep as possible into corners, inflicting understeer if not managed through the turning phase.
• SF-26 in its debut version, until the Miami GP, where it received the first aero upgrade, was closer to Leclerc's driving style. After the Florida round, the racecar rear gained more downforce, shifting the aero balance towards a neutral, stable rear end.
• The second major upgrade at Barcelona made SF-26 generate even more rear downforce, shifting the balance further into Hamilton’s territory, but the ERS update compensated that for Charles.
• That forced Leclerc to overdrive the car until Silverstone, where he found a direction with the car set-up to help him adapt to the new demands. But as the Monegasque told the media: “On Friday I found something on data. It's only a first step and a lot of hard work went on behind the scenes”.
• Naturally, to get a fast racing car, a solid front and light rear are the optimal ways because of the benefits: faster rotation into corners, more speed maintained through corners (braking/apex/exit), and the most lap time is extracted over a lap rather than straights.
• But these 2026 cars (implied by the rules) are inclined for better development with a lazier front-end and a firm rear, due to the tripled ERS's increased impact on the rear axle.
• Prior to the British GP, the Monegasque stated that he had two options for driving: either copy Lewis' driving style or keep his driving style but adapt to the car; he chose the 2nd option.
• The latest ERS upgrade changed the power delivery more to Leclerc’s liking, feeling the acceleration out of the corners, but also adapted his driving to the new demand.
• Ferrari is more than likely to keep this approach to car upgrades, with another major package expected later in the season.
• This type of racing car under the current rules (particularly ERS) is better suited to drivers who use a closer-to-traditional driving style like Hamilton, rather than driving on the edge like Leclerc or Verstappen.

Frederic Vasseur's hard work pays off.

• Despite a 2025 season below expectations, the move to change the focus on the 2026 challenger from early April of last year started to pay dividends for the risk taken.
• Close people around the team indicate that Vasseur, thanks to the upward form of the team both on track and in development, gave him more freedom.
• Drivers and top personnel from other teams no longer hesitate or fear about the tough setting at Ferrari and consider future proposals to join the team, particularly engineers.
• Operationally, Scuderia Ferrari is at a solid level, improved from past years and close to the period of 2008 (last constructors' title) or 2018 when it was in contention for both titles against Mercedes.

Scuderia Ferrari new milestone reached: 250 F1 wins. Marking 75 years since Froilan Gonzalez took the marque's first triumph.

"It's more crucial that Ferrari wins. It doesn't matter who's driving it. As long as Ferrari wins".Enzo Anselmo Ferrari.

News and Notes

-The 2026 British Grand Prix notes: Mercedes continued its impressive form at Silverstone, but faced difficulties on Friday with the car set-ups (too much front-end downforce) and on ERS deployment, which was below the norm and learned from Ferrari’s. On Saturday, as the Parc Ferme rules allow, interventions on ERS mappings improved the pace, plus the PU trick explained below. Kimi Antonelli was the fastest driver over the weekend, but luck went against him. Although Antonelli used it ideally from Saturday to give him the pole by 0.1 over Leclerc, as the two were neck-and-neck out of T17. Antonelli’s talent and progress mark him as Italy’s best F1 prospect in decades.

The debate surrounding the Brackley-based squad centred on how it found a legal way to regain performance from a previously banned ERS tactic. Under the current rules, at the end of a lap, the ERS power must drop by 50 kW/s. Mercedes found a loophole to bypass the ramp down, allowing them to use the 350 kW for longer. How and why did the Mercedes team this technique?

• The rulebook states 2 distinctive exemptions where the 50 kW/s drop doesn’t apply:

1. When the driver power demand is negative (lift-off).
2. When V6 power is negative, requiring ERS to reduce the output matching that demand.

To simplify it, the driver deliberately lifts off the throttle before the finish line, creating a negative power demand and lengthening the 350 kW usage without gradually losing ERS power. This trade-off cost Antonelli Friday's Sprint pole by 0.011 over Hamilton for lifting off before the finish line. Had he stayed full throttle and risked breaching the ramp-down rule, he would’ve been on pole, but it would’ve caused an illegal lap and potential disqualification. For Saturday’s qualifying, both Mercedes drivers used the trick.

Jonathan Noble from The-Race.com observed the telemetry and the behaviour of the Mercedes drivers, lifting off the throttle before the finish line on a flying lap.

Silverstone’s configuration allows for this trick because the run-down from the last corner to the finish line is short (~100 m) and the time loss is minimal, maximising the net power use. FIA deemed the technique legal, as the power drop is not more than 50 kW/s.

Power Unit mileage covered.

• Prior to the British Grand Prix, The-Race.com offered the kilometers ran by each of the teams in the 2026 season.
• Most of the outfits have installed their 3rd out of the 4 allowed Power Units due to various reasons. Some for reliability concerns, others for upgrades or because of mileage reached.
• McLaren couldn’t utilise the latest Mercedes PU battery-upgraded spec at Silverstone, because the current V6 has more mileage to cover.
• Alpine and Williams, the other Mercedes PU customer teams, used the latest spec, bar Albon, who installed the in-use Internal Combustion Engine at Barcelona.
• The mileage of each of the 11 teams is:

TOTAL DISTANCE COVERED IN 2026 SO FAR

1. FERRARI 12.235km
2. MERCEDES 11.548km
3. ALPINE 11.165km
4. HAAS 10.912km
5. RED BULL 10.486km
6. RACING BULLS 10.327km
7. MCLAREN 10.267km
8. AUDI 10.053km
9. WILLIAMS 10.040km
10. CADILLAC 8.121km
11. ASTON MARTIN 7.932km

Audi takes one ADUO (Additional Development and Upgrade Opportunities)

• Mattia Binotto, Audi Team Principal, called on ADUO (Additional Development and Upgrade Opportunities) for power units.
• The Italian considers the current use of the system not the best, as Mercedes, despite being a dominant force, can bring updates to its Power Unit. And Mattia suggests the ADUO be different.
• Binotto suggested the ADUO system should adopt a similar approach to wind tunnel and CFD allocations, which reset every six months based on championship position, to ensure fairer opportunities for all manufacturers.

Toto Wolff's attack on Ferrari development

• After the Austrian GP, the Mercedes Team Principal pointed the finger at the Italian team for its aggressive and efficient car evolution during the 2026 season.
• The Austrian believes the 2nd-placed team in the teams' championship should soon run out of money to further develop its SF-26 and to comply with the budget cap limit.
• Mercedes brought 17 declared new components and a major package in Canada, while Ferrari supplied 32 individual parts and two major aero configurations in Florida and Barcelona.
• Mercedes “borrowed” knowledge from its former Formula E team, which is so crucial under the current regulations.
• He suspects Ferrari may be closer to the top than recent results show.

The top three finishers at the British GP.

Next Grand Prix

• The 10th round of the 2026 season, the Belgian GP takes place around the Ardennes forest on the most spectacular and one of the most driver-favourite circuits on the calendar: Spa-Francorchamps. The longest track presents a challenging task for the optimal set-up, with S1 and S3 testing the aero efficiency, while S2 favours peak downforce; finding the ideal compromise to get the optimal set-up is crucial.

Sources/references: AutoRacer.it, Autosport.com. The-Race.com, Canal +(through Instagram), F1DataAnalysis Facebook Page and other reputable F1 news outlets. Trustworthy YouTube channels (F1 Official, MotorsportCast, Peter Windsor, etc) and technical pages. Photos: Courtesy of Scuderia Ferrari and F1 Official Facebook pages.

Ferrari is currently 78 points behind and it needs to score 6.1 points more than merc in each upcoming race to win the constructors championship. I think its very much possible especially after silverstone results.
Biggest gap that we have seen a team cover in the recent past is merc closing 44 points gap on red bull in 2021.
I hope im not being delulu 👀

Watching the race back again, George was 12.1s behind when Max crashed, 12.3s behind when the SC flag dropped, 15s behind when Lewis gets into the pits, that should have been a slam dunk SC pit stop (10s loss), team nailed it with 2.6s stop. Lewis should have come out front with time to spare, but George ended up just ahead of Lewis out the pits. He MUST have been over on his SC delta.