This attests to the fact that the men at Maranello were confident they could contend for victory during the race. Instead, the three-pointed star dominated from start to finish, demonstrating its ability to replicate its qualifying performance over the 300 kilometer race distance. The extent of the W15’s superiority was highlighted by Lewis Hamilton’s stunning comeback, effortlessly climbing from tenth position after a nightmare qualifying session, reminiscent of his dominance during Toto Wolff’s era.

Lewis Hamilton’s dual error in Q3 fueled doubts about the declining performances of the seven-time Formula 1 world champion. On Sunday night (Sunday morning in Europe), Sir Lewis silenced skeptics and those who had already labeled him as “washed up.” The British driver remains physically, mentally, and ambitiously intact. The pace he unleashed in the final stint was a clear message: with a competitive car, “hammer time” is not just a relic of the brightest phase of his extraordinary career.

The man who shattered all Formula 1 records comes alive when the car matches the champion’s level, allowing him to fight for the top positions. After all, it’s much easier for an observer to appreciate the performances of a driver battling for the lead rather than praising the efforts of a purebred driver desperately fighting in the midfield. In this sense, Lewis Hamilton deserves credit for fighting with dignity, even when it meant battling for a single point, as recently seen at the Brazilian Grand Prix.

The Scuderia leaves Nevada with many regrets and internal tensions, which risk hindering their pursuit of the constructors’ title. The only positive aspect of the weekend in the gambling city was the performance of the seven-time world champion, inspiring hope for 2025. For too long, Hamilton’s results fueled the belief that his partnership with the historic Modenese team was merely a massive marketing operation, lucrative for both sides regardless of sporting outcomes.

Instead, Lewis Hamilton has shown he’s still hungry and didn’t join the red team solely to bolster his business interests. The eighth Formula 1 world title remains his obsession, and achieving it with the legendary Italian car would be a fitting conclusion to a perfect career, which began in 2007, when as a rookie, he nearly won his first championship. After twelve seasons with Mercedes, it was time for a change. Who wouldn’t have made such a decision, especially when your team no longer offered the chance to win races and fight for an F1 world championship?

The English champion has long understood that only through new motivations could his Formula 1 career have real meaning. And what greater challenge could there be than striving to bring Ferrari back to the top of the world? As always, Lewis Hamilton has not chosen the “comfort zone,” because facing Charles Leclerc at the peak of his competitive maturity will clearly not be an easy task. We are talking about a driver who has never sought shortcuts and has faced champions like Fernando Alonso, Jenson Button, and Nico Rosberg on the other side of the garage.

The penultimate round of the 2024 Formula 1 season crowned Max Verstappen once again, securing his fourth consecutive world title. But it also showed that Lewis Hamilton, with the right car and motivations, can compete for any goal, as he has always done without any problem. Deep down, Frederic Vasseur knows that the skirmishes between the Charles Leclerc and Carlos Sainz might pale in comparison to the future rivalry between Lewis and Charles. However, he is also well aware that with a competitive base for the 2025 Formula 1 campaign, the Briton is ready to fight for victory in every single race of the championship.

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The Las Vegas night sparkled with plenty of drama during the penultimate round of the 2024 championship. The sparks from the cars on the Strip’s asphalt were undoubtedly captivating, but the ones ignited within Ferrari were equally intense. These stemmed from an alleged violation of team orders by Carlos Sainz, which left Charles Leclerc fuming. The tensions were likely exacerbated by Ferrari’s disappointing weekend: the SF-24 struggled significantly, with poor tire performance and low temperatures. As a result, the team was outpaced by Mercedes and had to settle for third and fourth places, though they did manage to reduce their gap to McLaren in the constructors’ standings.

The battle for the podium brought Ferrari’s two drivers into conflict. Charles Leclerc, at least based on the information available, appeared more compliant with team orders, while Carlos Sainz, it seems, violated an agreement by overtaking Charles, infuriating the Monegasque driver. Team radio exchanges were heated, both at the second pit stop and after the race. Upon pitting for hard tires, Charles Leclerc returned to the track reassured by the team that “Carlos has been told not to overtake.” But reality played out differently: Carlos Sainz, with warmer tires after a pit stop delayed due to unprepared mechanics, overtook Charles Leclerc on his out-lap and secured the podium. This escalation in tension culminated in post-race discussions, even though switching their positions wouldn’t have altered the final outcome for Ferrari.

The tensions, fueled by individual ambitions and not new to this pairing, should have been anticipated by Ferrari. The team, however, also bears some responsibility. It’s not hard to see why Carlos Sainz might eventually act in his own interest, particularly after spending the year as the team’s lame-duck driver, making way for Lewis Hamilton. Carlos Sainz’s treatment—marked by the farce of a renewal at the end of 2023, a lack of recognition for years of work during tough times, and a forced move to Williams—may not have sat well with the Spaniard. Facing the end of his Ferrari journey, Sainz might now be prioritizing his interests, even at the cost of upsetting his teammate or stirring discontent within the team.

This apparent shift in Carlos Sainz’s approach, or perhaps just a sharpening of his usual style, was discussed by Leo Turrini in his blog *”Profondo Rosso.”* Leo Turrini touched briefly on the Las Vegas tensions but highlighted an intriguing angle: Ferrari, in its decision to welcome Hamilton, had to choose between letting go of Carlos Sainz or Charles Leclerc. The choice fell on the Spaniard, reportedly due to certain behaviors that did not sit well with the company’s leadership.

“Am I siding with Sainz or Leclerc? […] Both Carlitos and Carletto have reasons and faults, as I’ve explained. The team wasn’t harmed in Nevada. […] It was clear, however, that one Ferrari driver didn’t help the other. That said, […] I ask those who claim to be staunch Sainz supporters: don’t you wonder why the company, when choosing to bet on Hamilton, opted to keep Leclerc over Sainz? Can’t you see that something about the Spaniard’s behavior over the years didn’t sit right? […] This isn’t about whether signing Lewis was the right call. […] But whoever brought in Hamilton chose to drop Carlos over Charles.”

While these tensions will soon come to an end, they raise significant questions about Ferrari’s future and the harmony of its 2025 driver lineup. If Leclerc has struggled this much with Sainz’s presence, how will he handle coexisting with Lewis Hamilton, who surpasses him in every metric—from career achievements to fame, charisma, and experience?

“If Leclerc has suffered psychologically this much with Sainz, […] how will he cope with sharing the team with a legend like Lewis Hamilton? That’s the real question. You might think Lewis isn’t as dominant in qualifying anymore, but then he pulls off a race like Las Vegas…”

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The drivers are required to adhere to these guidelines unless specific edge cases arise that might create problems. For Charles Leclerc, his Maranello teammate did not respect what had been agreed upon at the table, and for this reason, his fury was unleashed on the team radio, unfiltered, regarding the overtaking after the final pit stop. Aggravating the situation is Carlos Sainz’s repeated behavior, according to the Monegasque, as this is not the first time he has “disobeyed” team orders. Hence, yet another very heated controversy arises. And unfortunately, the two seem eager to part ways, apparently.

Four seasons of coexistence should not escalate into internal conflict at such a crucial moment, when finally, after decades spent watching others win, Ferrari has the chance to fight for something concrete. Putting personal results ahead of the Maranello team’s, even unintentionally, would be highly detrimental to the most glorious team in Formula 1 history. Ferrari team principal Frederic Vasseur is working hard on this. In recent days, he has called his drivers together to calm things down. His request, highly appropriate, can be summarized in a phrase that perfectly conveys the idea:

“Maintain group cohesion until the Abu Dhabi finish line. Then, everyone goes their separate ways.”

Beyond this, there is an interesting fact regarding McLaren’s car number 4. Between laps 30 and 40 of the Las Vegas Grand Prix, an alarm was triggered concerning Lando Norris‘s engine. The Briton was forced to short shift and lift and coast to lower the car’s operating temperatures, all within a context where the temperature was very low. If some components are nearing the end of their lifecycle, a penalty could be triggered, which would help the Italian side in the Constructors’ battle.

In the past twenty-four hours, further controversy has erupted regarding Carlos Sainz’s conduct in another instance. This concerns the third stint, where the two Ferrari cars caught up with and overtook Max Verstappen, securing third and fourth positions. Many have speculated that the Spaniard implemented a strategy in his favor, a move to benefit himself and, by default, hold off his teammate during the final laps of the Las Vegas Grand Prix. For this reason, we decided to recount the dynamics so that every fan can form their own opinion on the matter.

Naturally, we will share our perspective based on the unfolding of events. The analysis considers seven laps, from 41 to 48, during which the Spaniard, according to the “accusation,” supposedly lifts off the throttle in Turn 10 to slow down. First of all, it should be noted that Riccardo Adami, the Spaniard’s race engineer, opened the radio on lap 40 with a clear message, namely “earlier lift into 10 to keep the front sliding.” It was, therefore, the pit wall that instructed him to lift off, intending to avoid putting excessive stress on the SF-24’s left front tire.

With this clarified, let’s move to lap 41. Carlos Sainz overtakes Max Verstappen at the end of the lap, on the straight leading to Turn 14. At that moment, the tires on car number 55 had good surface temperature or tread. On the following lap, the Spaniard is instructed to switch to Soc 7 mode, a move aimed at more efficient recharging and gaining additional energy from the motor-generators on high-speed stretches. Meanwhile, the Red Bull driver stays close to the Ferrari with a gap of about 0.8 seconds, benefiting from the drag reduction system.

Lap 43: Carlos Sainz complains that his battery pack is “drained.” In reality, the Maranello pit wall reassures him that everything is normal since the car is progressively storing energy, and the slightly slower speed in Sector 3 compared to Max Verstappen is a calculated trade-off. On the next lap, lap 44, there is another radio exchange with Riccardo Adami. This time, the Italian asks his driver to improve his pace to shake off the Dutch talent. Carlos Sainz claims he is trying, and he succeeds, as the gap at the start of Sector 3 grows to 1.1 seconds, preventing Max Verstappen from using DRS.

The compliments of his Ferrari race engineer follow. However, the slipstream helps the four-time Formula 1 world champion close back in on the Ferrari’s rear. On lap 45, Carlos Sainz notes a factor, in his exact words: “If I improve my pace, then on the next lap, I’m slower and also open up graining.” Observing the steering wheel dashboard, the tire temperatures are no longer as optimal as before. Riccardo Adami then suggests using the engine braking more to assist the SF-24’s rotation. On lap 46, Carlos Sainz finally manages to put 1.5 seconds between himself and Max Verstappen.

During this lap, he continues lifting off at Turn 10, as instructed by the team. We now arrive at the fourth-to-last lap, where Riccardo Adami communicates George Russell’s pace and “orders” a fuel-saving mapping. Meanwhile, Charles Leclerc overtakes Max Verstappen, who can no longer use Carlos Sainz’s DRS. From this moment on, in the remaining three laps, without being instructed, the Spanish driver decides on his own to stop lifting off at Turn 10—a section where Bryan Bozzi suggests Charles Leclerc switch to the usual race Soc mode.

However, the Monegasque, annoyed, insists that the mapping he is using for battery charge and discharge is perfect, as it allows him more power to use on the straights. Additionally, with some irony, he adds: “Don’t worry, I’ll bring the car home.” Even on laps 49 and 50, Carlos Sainz doesn’t lift off in Turn 10. One might think he was trying to catch Lewis Hamilton, who was over six seconds ahead and therefore unreachable in three laps. In reality, the goal was to keep Charles Leclerc from closing in, which is not inherently wrong. In conclusion, here’s our opinion on the events.

Most likely, at least regarding this specific factor analyzed, namely the behavior of the Spaniard after overtaking Max Verstappen, it seems Carlos Sainz did not act improperly. Some have speculated that, as in Singapore 2023, Carlos Sainz intentionally kept the Dutchman in tow to disadvantage Charles Leclerc. However, listening to the radio communications, the reason for not going full-throttle in Turn 10 is evident. This is despite the fact that, from the moment Charles Leclerc overtakes Max Verstappen, no one from the pit wall instructs Carlos Sainz to increase his pace.

The uproar surrounding the 22nd weekend of the 2024 Formula 1 season therefore appears to stem from tension. This being said, it is undeniable that Riccardo Adami does inform Carlos Sainz of Charles Leclerc’s pit exit, but the phrase “do not put him under pressure” comes as the Spaniard is already making the overtaking move on the Monegasque. In hindsight, everything has been discussed behind closed doors. According to information reported by the Italian media, despite a heated meeting, there is a shared willingness to put it all behind and focus on the future. After all, there’s still a Constructors’ Championship to fight for in the final two rounds of the 2024 Formula 1 season.

— see video above —

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Ferrari is not experiencing an easy moment. The current driver pairing, which has worked well over four years, seems to be nearing its end. Rumors suggest that they no longer tolerate each other and that their relationship has reached rock bottom. Over the years, misunderstandings have occurred, but disputes have always been resolved internally, leaving no significant aftermath. Sainz will leave the team at the end of the year, making way for seven-time world champion Lewis Hamilton.

Next year, Sainz will take the wheel of Williams, a team experiencing significant growth but still far from the top. For this reason, despite his professionalism, Carlos is racing for Ferrari but also for himself. And there is nothing wrong with that, let’s be clear. Today, to ease the tension, we analyze a situation involving tire management during the third stint of the race—a competitive scenario where the two SF-24s delivered their best performance.

F1, Las Vegas GP: Ferrari and the activation of the Hard tire with the SF-24
After the race, it was explained how Ferrari “understood” only during the final stint how to manage the compounds effectively. This allows us to explain how the Italian team reached this understanding about the Hard compound and what was practically necessary to optimize so-called “tire management.” Let’s begin with lap 28, the last lap before Carlos Sainz’s second pit stop, where the Spaniard was preparing to switch to a second set of white-banded Pirellis—a compound that performed significantly better on the SF-24 compared to the Mediums.

We observe the dashboard layout, faithfully reproduced based on Ferrari’s steering wheel. In addition to the various sections of the main window, our primary interest lies in the four boxes surrounding the word GEAR (gear). Within these rectangles are numbers indicating the temperature delta of each tire, both front and rear, relative to the target set by the team. This provides concrete data on how far each tire is from the optimal temperature defined by the team. It’s important to note that each team may have slightly different targets based on their experience with the car.

Toward the end of the second stint on the Hard tires, Sainz enters the pit lane with the front left tire showing an in-line reading, as the difference from the target is zero (“0”). Meanwhile, the front right tire is 3°C below the optimal temperature. This indicates that the tire is colder, with a smaller portion of the tread deforming and struggling to generate heat. The rear axle, on the other hand, is 3°C above the target for both tires. Sainz then switches to the second set of white-banded Pirellis. At the start of the stint, the temperatures are well below the ideal range.

The image above serves as evidence. In the tire blankets, as per the regulations established by the International Federation, the maximum temperature cannot exceed 70°C. Furthermore, when the tires are removed and placed by the mechanics on the mat in front of the garage, waiting for the car to arrive, the tires naturally lose some of the temperature previously attained due to ambient conditions. Additionally, traveling through the pit lane at reduced speed—60 km/h in the 2024 season—causes the tires to cool further.

When an F1 car leaves the pit lane and begins pushing, the temperature across the four tires can be considered relatively homogeneous. In fact, we see that Carlos Sainz’s Ferrari No. 55 shows values approximately 30°C below the “ideal” target on both axles. It should be specified that this refers to the “surface temperature,” meaning the tread, and not the internal carcass values, which are also monitored via specific sensors. Looking at the next image, we can verify the data at the end of the outlap.

At the end of the first lap after rejoining the track following the tire change, the situation is as displayed on the dashboard above. We are at lap 30. While the temperatures begin to rise, they remain far from the ideal values needed to properly exploit the tires. The front-right tire is the closest to the required value, as it is the most stressed among the four, given the circuit’s layout. The Spaniard performs a single “introduction,” a move that slightly delays activation but ensures the estimated useful life of the tire.

For this reason, he tries to be cautious during acceleration phases, as the front axle is easier to bring to temperature. The pit wall, via race engineer Riccardo Adami, sets a lap time target of 37.5 seconds. However, it is noted that the Ferrari driver ends up slightly faster than required, reducing the lap time by about two-tenths compared to the target set by the pit wall, which is closely linked to the remote garage providing all the necessary data to evaluate every factor and perform effectively.

Looking at the subsequent image, we notice improved temperatures in the next lap. The most challenging operation involves activating the front-left tire, which remains consistently colder than the right tire on the same axle. Sainz and Adami therefore agree to minimize the steering angle in slow corners to help warm up the entire front end of the Ferrari, as was done last season. This technique is not easy to execute but proves highly effective, simultaneously avoiding excessive stress on the rear tires.

To maintain control of the rear end, Sainz employs “power management” in specific corners, such as Turn 6, aiming to preserve the front from graining. Graining occurs when the front tires are too cold and slide excessively, creating a layer of abraded rubber on the tread’s surface, reducing overall grip. To prevent this, the front axle must be kept as close as possible to the ideal temperature. The goal is to stabilize the temperatures around the target value.

By lap 32, Sainz has skillfully brought all four tires up to temperature in a gradual and simulated manner. This approach not only extends tire life but also stabilizes the surface temperature, allowing the tires to achieve optimal grip. In the cold conditions of Las Vegas, the compounds tend to cool, losing up to 4–5°C on the straights. The front-left tire has nearly the same temperature as the rear tires, which avoids activation asynchrony, a frequent issue in tire management.

Moving to lap 40, near the end of the stint, Riccardo Adami radios in to congratulate Sainz. He commends the Spaniard’s performance, which was significantly better than during the second stint, where tire management was far from ideal. Additionally, the Italian race engineer advises against reaching the tires’ saturation point in Turn 7, a measure intended to prevent overheating.

Considering the layout of the corner, a medium-speed left-hander, the Ferrari’s strategy, developed with the pit wall, aimed to reduce the SF-24’s speed on entry. The reason is straightforward: to avoid adding excessive temperature to the front-right tire, which, in this case, is the outer tire.

Indeed, the front-right compound was already 4°C above the target temperature, while the front-left was practically at its ideal value. Demanding too much from the Italian F1 car in Turn 7 would have overheated the tire and, as a consequence, created a temperature delta leading to asynchrony. This would have compromised tire management. Similar measures were taken in Turn 10 for the same reason.

By lap 41, the final reference point, the front-left tire was progressively warming, while the rear end was now 7–9°C above the target temperature. Sainz gave his maximum, and with this Ferrari, he could do no more. Although things undoubtedly improved during the third part of the race, the front end eventually cooled again, resulting in a level of grip insufficient to eliminate understeer entirely.

Overall, the Scuderia failed to manage its tires as effectively as Mercedes. In the third stint, Lewis Hamilton’s pace was superior, allowing him to cross the finish line 4.5 seconds ahead of Sainz’s car. Ferrari was lacking about a tenth per lap even during the race. The Brackley cars excelled at quickly finding and stabilizing temperatures and demonstrated an unmatched ability to delay the onset of tire graining compared to all other teams.

— see video above —

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Car number 16 reentered the track and positioned itself ahead of Carlos Sainz’s car. The Spanish driver’s tires, with four laps of wear, had already completed their warm up process and were offering superior grip at that moment. Conversely, Charles Leclerc was performing a “slow introduction” in order to avoid excessive stress on the tires and ensure their estimated lifespan. Within this competitive context, car number 55 was faster and, once it reached its teammate’s rear, the Spaniard wasted no time overtaking the other Ferrari.

The two red cars continued their pursuit of Max Verstappen, and during the final laps, both managed to overtake the Dutchman, who offered little resistance, focusing instead on his championship. According to some, the Spaniard had no choice but to pass his teammate as the priority was to avoid losing valuable time chasing Max. Others, however, view his behavior as disrespectful, arguing that, no longer being accountable to a team that has effectively replaced him with Hamilton, the Spaniard is prioritizing himself and feels free to be “disobedient.”

For Ferrari, however, the outcome remains unchanged. Charles Leclerc and Carlos Sainz crossed the finish line side by side at the 6.2-kilometre Las Vegas Strip Circuit in Nevada, and even swapping positions, their combined points total still amounted to 27. The difference lies in the drivers’ standings, where Charles Leclerc still has a chance to aim for second place. The Monegasque driver himself mentioned this to the media, emphasizing that, from now on, in the last two Formula 1 races they will contest together, he will focus primarily on himself. In front of the microphones, Charles Leclerc refrains from being harsh, although he comments on the events in his own way, while Carlos Sainz refuses to respond, reiterating that “dirty laundry” is washed at home.

Ferrari team principal Frederic Vasseur must now work to keep the team united until the end of the 2024 Formula 1 championship. Do Ferrari’s two drivers no longer tolerate each other? Many smiles for the cameras, in ceremonial photos and during Ferrari events, but is the friendship over? It could be. Who knows. But the real question is this: is it really necessary to fuel such a controversy at such a delicate moment in the history of the Prancing Horse? Yes, because the Italian team is fighting for a championship. Or rather… it is trying to close a gap with McLaren, accumulated during the months when the SF-24 cars struggled tremendously with the technical update to the floor, developed under the technical direction of Italian aerodynamicist Enrico Cardile.

Frederic Vasseur is thinking about this issue. For the French manager, tying his name to Ferrari in his second year with the historic team would be fantastic: a crowning achievement for his hard work, as well as an enormous source of satisfaction for all the fans. As the leader of this group, the Frenchman had to address this situation with the media. First, however, he commented on the race: a complicated affair, especially in the first stint, where difficulties in managing the compounds effectively weakened the two SF-24 cars. This problem reappeared at the end of the second stint as well.

Fortunately, in the third stint, things improved. With less fuel onboard, the Maranello team’s cars performed significantly better. Summing up, the Frenchman stated that the team did well to limit the damage. All true. Nonetheless, his thoughts turned to the points lost, as beating Mercedes would have brought Ferrari even closer to the Woking team. This is particularly relevant considering that next Sunday in Qatar, executing the weekend flawlessly will not be easy given the layout, which does not favor the red cars.

Pressed by the media, the former Alfa Romeo boss eventually addressed the issue of the drivers—a difficult situation to manage due to its complexities. Frederic Vasseur could not avoid dealing with it, but in a way, he managed to sidestep it. He prepared a response to calm tensions, delivering a speech about strategy. He explained that the tire strategy created confusion and frustration, as it caused both Ferrari drivers to lose significant race time. Such a scenario can happen, as can the natural frustration that follows. “You have to understand them,” said the Frenchman.

All of this served to gloss over the issue and focus on the fact that he had not spoken to the drivers. A shame, considering he was present—on the track, on the pit wall, on the radio—and thus knows very well about Charles Leclerc’s outburst, whether it was justified or not. However, he prefers to postpone any discussion until later, behind closed doors, during the debriefing. According to information gathered directly at the track, the discussions reviewing the work done were quite heated. But this was to be expected when misunderstandings arise.

This is nothing that has not happened in any F1 team during a competitive campaign. Highlighting, revisiting, and commenting on the facts is undoubtedly appropriate. However, making a big issue out of it seems rather excessive, especially at a time when it is crucial to keep a group working together as they fight for the 2024 Formula 1 world Constructors’ Championship. The drivers’ intelligence must not be overshadowed by their emotions, and in the next two race weekends, the primary objective remains to support the team and achieve the best possible results.

If the two Ferrari drivers cannot stand each other, or at least the respect between them is no longer what it once was, so be it. Their paths will soon diverge. What matters now is not regretting losing a championship over issues stemming from internal conflict. That would be unacceptable. If McLaren proves better and deserves the title, they will be applauded as rivals. But helping the Woking team win this championship through the drivers’ behavior driven by selfishness and internal rivalry would deeply hurt Ferrari. Frederic Vasseur must work on this for a necessary truce.

— see video above —

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Fred Vasseur requested a meeting with Charles Leclerc and Carlos Sainz after the fallout from Las Vegas. The two Ferrari drivers left the Strip as if they were at odds, creating a less-than-flattering image of Ferrari, with the pair showing signs of internal discord.

On the surface, Leclerc and Sainz appear to have a good relationship, and no one doubts that this is genuinely the case. However, on track, they seem to be fiercely competitive. Charles Leclerc’s team radio message at the checkered flag in Las Vegas hinted that the rivalry between the two is as intense as ever.

Fred Vasseur’s Clear Request: The Pact Between the Two Drivers
On one side, Charles Leclerc accuses Carlos Sainz of not showing him respect. On the other, Carlos Sainz refrains from commenting and insists that everything he does is for the team’s benefit. Fred Vasseur, caught in the middle, was compelled to intervene to prevent further issues.

According to reports from Leo Turrini, the Ferrari team principal immediately arranged a meeting with the two drivers to clear the air and establish a mutual agreement to avoid further conflicts. Fred Vasseur’s request was unequivocal: “No one is asking you to be best friends, but Ferrari demands that you behave in a way that is fair to the team.” – the Italian journalist revealed.

It seems that both drivers were willing to make this pact to keep the Constructors’ Championship hopes alive in the battle against McLaren. Scuderia Ferrari needs to score as many points as possible in the final two races to try to bring back a Constructors’ Championship to Italy—a title the team has not claimed since 2008.

Indeed, Fred Vasseur is determined to ensure that Ferrari does not miss out on something significant due to one driver’s egotism or their ongoing clashes. Now, more than ever, teamwork is paramount for Ferrari.

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Lewis Hamilton and George Russell benefited significantly from the low temperatures. This was combined with a medium-to-low downforce track layout, devoid of high-speed corners, which allowed the aerodynamic platform of the W15 to remain stable and effective. George Russell was impeccable in leading the race, fending off the only challenge he faced during the Grand Prix, early on, from Charles Leclerc in the number 16 Ferrari. Lewis Hamilton also made the most of an excellent tire management strategy.

This strategy enabled him to execute a remarkable recovery, climbing from tenth position to finish second behind his teammate. Max Verstappen, meanwhile, ran a clean race and secured his fourth Formula 1 World Championship title. Chapeau. The Dutchman had the opportunity to challenge the Ferrari cars at the end of the race but chose to focus on the bigger picture and clinch the championship in Las Vegas. Finally, McLaren struggled more than Ferrari with tire management, showing a clear lack of pace from the start.

In the first part of the race, the two Ferrari drivers experienced graining on the medium tires more than their rivals. Charles Leclerc, followed by Carlos Sainz, struggled the most with managing this detrimental phenomenon. Tire wear primarily impacted performance in the first three corners and the slow sector around the sphere. On average, the Monegasque driver was losing eight-tenths per lap to the Mercedes W15 car of George Russell, with the worst degradation occurring after his attempted attack on the leader. The Monegasque aimed to take the lead immediately to have a clear track and manage his tires, but the tires were not yet up to temperature, and the pace dropped around lap six.

Max Verstappen had a strong first stint on the medium tires. The Red Bull driver was the third fastest on the track, finishing the first stint behind George Russell. The British driver, leading the race, was half a second faster than his competitors, quickly building the gap that secured his victory through excellent tire management. The Mercedes driver, fully exploiting the characteristics of the W15, brought his tires up to temperature more quickly, suffering less from graining and wear. The same applied to Lewis Hamilton, who laid the foundation for his comeback from the very first laps.

In the middle phase of the Las Vegas Grand Prix, Charles Leclerc and Lando Norris were the first to pit, rejoining in the back positions. Even on the hard tires, the pace of the two McLaren cars was far off that of the leaders. Lando Norris and Oscar Piastri were losing over a second per lap to the Mercedes drivers, showing greater tire wear than their rivals in the latter part of the second stint. The main issue for the papaya-colored cars was the slow corners in the second half of the track: in the low-speed bends between turns 7 and 16, they were losing about eight-tenths overall.

Ferrari performed better on the harder compound, though the gap to Mercedes remained over half a second per lap. During the initial laps on the hard tires, the engineers requested a “slow introduction,” aimed at preserving the tires’ lifespan. This approach allowed for better management in the latter part of the stint, limiting the time lost in the first four corners of the track, a critical section for the medium tires. Lewis Hamilton was the fastest in the middle sector, pushing hard during the tire introduction phase and avoiding the wear issues that affected others at the end of the stint.

Max Verstappen was the fastest on track after the Mercedes duo. The world champion maintained a similar pace to George Russell, although he lost three seconds over the stint. The world champion managed his tires well in the early laps, only showing performance drop-off after the 11th lap on the hard tires, prompting him to pit. Telemetry data showed the Dutchman struggled mainly in the final sector, where he lost over three-tenths to Lewis. His top speed was, on average, 16 km/h lower than the Briton’s before turn 14.

In the third stint, with a lighter fuel load, Ferrari managed to make the tires work better. Charles Leclerc was the fastest, benefiting from a very light car and effectively managing the tires. The Monegasque driver had a three-lap introduction phase, after which he began pushing without encountering significant issues. Carlos Sainz, who pitted a few laps earlier than his teammate, had to be even more cautious during the initial laps. Specifically, the Spaniard limited his steering angle in the slow corners, a functional strategy that the pit wall evaluated positively.

This approach reduced the slip angle and, consequently, the energy applied to the tires. Lewis Hamilton had a stint similar to Charles Leclerc in terms of lap times, maximizing tire performance in the early part of the stint. Unlike the Ferrari drivers and Max Verstappen, the seven-time Formula 1 world champion pushed hard at the start of the third stint, gaining four seconds on Carlos Sainz and three on Max Verstappen in just three laps. This strategy allowed him to overtake the Dutchman, secure second place, and complete the Mercedes one-two.

However, both Mercedes drivers experienced more significant performance drop-off in the final part of the race, but the standings were already determined by then. Max Verstappen was the slowest among the top drivers during this phase, allowing the Ferrari drivers to mount a relatively straightforward recovery. With less fuel, the grip issues observed on Friday resurfaced. The Red Bull RB20 struggled significantly, especially in the slower sectors and on traction leading to the long straights.

Mercedes therefore capitalized on the unique climatic conditions to secure victory. The German team’s drivers managed their tires better and, crucially, were not hampered by graining. Ferrari improved as the car lightened on the hard tires. However, the main problem for the Scuderia was the first stint on the mediums, where the pace set by George Russell was too demanding for the Italian car’s tires. Both drivers pushed the tires too hard in an attempt to stay close to the leader, suffering wear before their rivals and being forced into a recovery race.

— see video above —

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The new floor aimed to bridge the widening gap between real-world performance and simulation data, an issue that has plagued this generation of Formula 1 cars. The floor and its related components remain the most challenging to master under current regulations. Numerous teams, including Ferrari, have encountered setbacks when real-world results failed to align with expected performance from simulations. Earlier this year, the Scuderia faced significant challenges after introducing a floor at the Spanish GP that induced high-speed bouncing.

The Italian side’s experimental setup in Las Vegas provided a critical opportunity to evaluate whether its upgraded wind tunnel data accurately translates to on-track performance. This test wasn’t just about tweaking a single component; it involved a holistic overhaul of key elements, including the floor fences, the forward underfloor expansion, the floor edges, and the diffuser ramp’s sidewall.

One particularly notable aspect of the experimental floor was the edge wing design. Ferrari revisited an L-shaped configuration for the rear section of the edge wing, a concept it had previously explored in both 2022 and 2023 but later abandoned due to underwhelming results. This design has appeared on other cars in the paddock, suggesting it offers theoretical advantages in simulations. However, achieving its full potential requires perfect synergy with the rest of the car’s aerodynamic package.

The latest iteration featured a flatter surface relative to the ground, paired with redesigned metal support brackets to accommodate variations in flexibility compared to the current configuration. These adjustments indicate Ferrari is still refining the intricate balance required to maximize performance from this feature. Although the precise underfloor changes remain hidden from view, it’s clear they were integral to the experimental floor’s development.

Beyond the floor, Ferrari also made aerodynamic tweaks for Las Vegas. The upper flap of the front wing was trimmed more aggressively than in its Monza configuration. This modification sought to enhance the car’s balance and increase straight-line speed. Accompanying this was Ferrari’s lowest-downforce rear wing, a carryover from Monza, paired with a single-element, short-chord beam wing to optimize aerodynamic efficiency.

While these updates mirrored some of Ferrari’s aerodynamic strategies from Monza, the cooling setup diverged significantly due to the colder conditions in Las Vegas. The engine cover louvres were more tightly closed, reflecting adjustments to manage the lower ambient temperatures effectively.

Ferrari’s proactive approach in experimenting with such a comprehensive package at this stage of the season underscores its commitment to addressing the shortcomings of its current car and laying a strong foundation for the 2025 Formula 1 championship. The insights gained from these trials could prove pivotal in its quest to close the gap to its rivals and reestablish itself as a front-runner in Formula 1.

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Ferrari: Charles Leclerc’s attack on George Russell a result of differing tire expectations
In hindsight, the low temperatures limited the SF-24’s performance; however, the favorable layout allowed the Italian team to achieve third and fourth place in the Las Vegas Grand Prix. According to the Maranello team, this result could have been better with improved execution during the race, as both drivers might have been able to contend for second and third place with Lewis Hamilton.

It is equally clear that, in Las Vegas, the SF-24 was the second-best car on track. Nonetheless, graining unexpectedly hampered the Italian car, to the point where Charles Leclerc compared the problems experienced in the final kilometers on the yellow tires to those caused by a puncture. “We struggled too much with graining, more than we expected. That’s why we couldn’t push as we wanted,” Carlos Sainz stated after the race. In retrospect, Charles Leclerc’s attack on George Russell proved to be a mistake. However, Ferrari did not anticipate such a sudden tire degradation, which also occurred on Carlos Sainz’s car, despite him managing the tires better in the early laps.

Ferrari: post-race chaos among drivers primarily caused by communication in need of significant revision

This also caught Ferrari’s strategists off guard, leading to confusion—an issue that still arises during critical moments. This is an area where Frederic Vasseur must work extensively to provide Leclerc and Hamilton next year not only with a top car but also with a team fully equipped to compete for the championship. “Las Vegas simply demonstrates that in this sport, you have to execute everything perfectly. We’ve done an excellent job in terms of strategy and race management throughout most of the year, but today that wasn’t the case,” Carlos Sainz rightly pointed out.

Poor race execution and, above all, a lack of clarity were at the root of the post-race chaos between the two Maranello drivers. It stemmed from unclear communication: Riccardo Adami, Carlos Sainz’s race engineer, instructed his driver not to put pressure on Charles Leclerc, while Bryan Bozzi, Charles Leclerc’s engineer, initially told the Monegasque that Carlos Sainz had been instructed not to overtake him, only to later correct this to “he was told not to put you under pressure.” It is evident that Riccardo Adami’s instruction to Carlos Sainz was not explicitly to avoid overtaking, just as it is clear that the Spanish driver used his cunning to take advantage of the situation. Utilizing his already-warmed tires and better traction out of Turn 4, the future Williams driver quickly overtook his Maranello teammate on the straight without applying pressure, securing an important podium but understandably provoking Charles Leclerc’s anger after the race, as explained by F1 expert Piergiuseppe Donadoni for autoracer

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At that point, following the instructions given to him via radio, Carlos Sainz crossed the white line marking the pit entry and returned directly to the track in a “classic” race situation. This maneuver was immediately reported by Lewis Hamilton, who was behind Carlos Sainz at the time, to his race engineer for a potential report to the FIA.

In reality, this maneuver was not even investigated by the stewards, and no penalty was assigned to the Ferrari driver. Let’s understand why the Spaniard’s maneuver is legal, as it offers a great opportunity to grasp how the regulations work, sometimes defining very specific scenarios.

What the regulations say and how the FIA intervenes
The FIA rules on pit entry are governed by the International Sporting Code, specifically Appendix L, Article 4 of Chapter 4, which is further divided into four sections. The relevant section here is section d), which states that “except in cases of force majeure, or as otherwise specified by the race director […], any part of a car’s tire entering the pit lane must not cross, in any direction, the line painted on the track to separate cars entering the pit lane from those on track.”

To clarify, the FIA expressly prohibits crossing the pit entry line only if the car actually enters the pits, as happened last year with Fernando Alonso during the Singapore Grand Prix, for which he was penalized five seconds. Conversely, the International Sporting Code, which provides general guidelines, does not explicitly prohibit crossing the white pit entry line if the driver decides not to stop in the pits and returns to the track.

This distinction is crucial, as some circuits, such as the Red Bull Ring in Austria, require drivers to cross the white pit entry line to negotiate the penultimate corner. To address these specific scenarios, the FIA may supplement the International Sporting Code with event-specific notes, which apply only to that particular race and not to the entire calendar. This occurred, for instance, in Azerbaijan, where the race director specified that for safety reasons, any driver entering the pit entry lane was required to stop in the pit lane and could not return to the track.

Why Carlos Sainz was not penalized
However, the Las Vegas pit entry was designed not to pose a safety risk, as it begins well before the final corner, forcing drivers intending to stop in the pits to move off the ideal racing line. Since no additional notes were issued for the weekend, the only applicable rule was the one in the International Sporting Code, stating that “any part of a car’s tire entering the pit lane must not cross, in any direction, the line painted on the track to separate cars entering the pit lane from those on track.”

In Carlos Sainz’s specific case, although he clearly crossed the white line separating the pit entry from the track, he did not violate the International Sporting Code because he never entered the pit lane to make a tire change. Consequently, he never technically entered the pit lane, which begins where the 80 km/h speed limit is imposed.

If Carlos Sainz had crossed the white line and then proceeded into the pit lane, a penalty would have been applied, as happened to Alexander Albon and Lewis Hamilton earlier this year during the Austrian Grand Prix.

In Carlos Sainz’s case at Las Vegas, the race direction merely assigned a track limit violation, as he technically exceeded the boundaries delineating the track. This correctly did not result in a penalty but only in the cancellation of the lap time achieved during the infringing lap and the following one, as stipulated by the regulations.

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