Following a series of contentious overtaking maneuvers during the United States Grand Prix F1 Sprint at the Circuit of the Americas and the main event on Sunday, Charles Leclerc of Ferrari has come to the defense of the FIA, arguing that it is unrealistic to create a rulebook that can account for every possible scenario.

Max Verstappen, starting from second place on the grid, adopted an aggressive strategy at the race’s outset, nudging his championship competitor Lando Norris wide at Turn 1, which allowed Charles Leclerc to slip past and take the lead of the United States Grand Prix despite starting from fourth place.

Although Max Verstappen managed to maintain second place after the chaotic first corner, he eventually lost that position to Carlos Sainz during the pit stops, as the Ferrari driver opted for an earlier stop than his main rivals, taking advantage of the strong pace of the SF-24 car in Austin.

In the race’s closing laps, Lando Norris began to catch up with Max Verstappen, who was struggling with his worn tyres. Despite having six laps older tyres, the defending champion executed a brilliant defense, repelling the McLaren driver’s advances lap after lap. However, Lando Norris eventually succeeded in passing Max Verstappen in the run-off area at Turn 12, an overtaking move that later resulted in a five-second penalty for him.

Reflecting on the contentious overtaking incidents, Carlos Sainz shared his thoughts: “I think some things are. Others are still a bit blurry to me, let’s put it like that. I think there was an example yesterday with Oscar’s overtake. That for me was completely fine and very similar to anything that we’ve done between each other on the sprint. And I felt like the penalty on Oscar yesterday was really, really harsh and didn’t go along with some guidelines that I thought were the way they were. So yeah, that penalty surprised me yesterday. About today, I have no clue because I haven’t seen, I haven’t gone five seconds by five seconds penalty to see. So let’s see.” – the future Williams driver explained.

When asked to share his thoughts on the penalties, Charles Leclerc, an eight-time Formula 1 race winner, expressed his perspective: “I agree with Carlos on Oscar’s penalty yesterday. I also thought it was a bit too harsh. However, on the rules, I think they are clear. Sometimes the interpretation of the rule can be a little bit different because it will be impossible to have a rule book that takes every single scenario. Every scenario is different, has its particularity, and you’ve got to analyse it in a different way and interpret the rules in some ways for particular scenarios, which is what the FIA is trying to do best. However, sometimes we disagree, and I think on the one of yesterday, it’s something that we’ll probably talk of in the next driver briefing,” – the Monegasque driver concluded.

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Improvement in slow-speed areas and more
Comparing the telemetry from the fastest qualifying laps between 2023 and 2024 reveals substantial differences in favor of the current car. Up to the snake section, the differences are minimal, with the SF-24 holding less than a tenth of an advantage. However, these data should be taken with caution, as they reflect the laps completed in qualifying before George Russell‘s final attempt was canceled.

In the snake section, the gap starts to grow, with the SF-24 showing an average speed 7 km/h higher. The exit from turns 8-9 has also greatly improved, where the car’s platform is much more stable, allowing the drivers to open the throttle more without losing rear grip. This improved exit influences the approach to turn 11, where the SF-24 arrives with 4 km/h more speed compared to its predecessor. Despite the higher speed, the current car has made a significant step forward in braking.

SF-24 and that “tricked-out” rear in Austin
On the longest straight of the track, a feature of the Ferrari SF-24 that was first revealed in Bahrain re-emerges. Once past 300 km/h, the speed delta opens in favor of the 2024 car, despite the SF-23 being extremely effective on the straights. The rear of the car, once it reaches a certain aerodynamic load, “collapses” and lowers. This directly affects the airflow under the car, which “flows” faster, improving aerodynamic efficiency.

Great effectiveness was also seen in the final sector, which includes a sharp high-speed left-hand turn. Between turns 13-14 and 15, the slowest part of the circuit, the car’s behavior has improved, especially in peak speeds. This is a sign of improved traction and sequential braking performance.

Excellent performance was also noted in the hairpin, where the SF-24 had a higher exit speed, indicating regained stability, particularly in long, sweeping corners. There was also a notable improvement in turn 19, where the minimum cornering speed is over 20 km/h faster.

Source: f1ingenerale

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For Scuderia Ferrari, the triumph in the United States Grand Prix at the 5.513-kilometre Circuit of The Americas in Austin was a somewhat unexpected victory in Formula 1, especially given the superiority displayed against the competition. Such domination had not been seen since the one-two finish at the Albert Park circuit in Australia at the start of the 2022 Formula 1 season. Indeed, the Prancing Horse is proving to have changed its approach compared to the recent past. Now, the car improves rather than regresses, as happened with the F1-75, whose development was frozen as early as July. The euphoria after the triumph on American soil is contagious, but it must be managed.

The story of this 2024 Formula 1 season has shown that it is essential to keep your feet firmly on the ground, because Ferrari’s goal is far from unattainable. We are clearly talking about the constructors’ title, which could shift from being a distant dream to a realistic outcome, provided the SF-24 demonstrates the flexibility needed to replicate the strength shown at the Texas circuit. As is often the case, it’s up to Ferrari team principal Frederic Vasseur to play the role of the fireman, able to extinguish damaging excitement and focus the team on the next challenge, namely the Mexican Grand Prix.

The second “triple header” of the season is undoubtedly grueling for all team personnel and, emotionally speaking, requires a rapid mental reset for the Formula 1 teams. In short, there is not much time to rest on laurels (which, for now, have yet to fully arrive). Ferrari’s team principal preaches concentration, as the fight in the remaining 5 rounds of the championship has come down to fractions of a second. According to the French manager, it is entirely inappropriate to get too excited, as the next stop in Mexico City will represent a completely different challenge.

The high-altitude location of the circuit dedicated to the Rodriguez brothers could shuffle the rankings, precisely because of the track’s specific characteristics, where the air is extremely thin. This factor allows cars to adopt a lot of aerodynamic load without losing downforce generated by the wings. Moreover, efficiency, for the same reason, will be a significantly less important factor, which is bad news for Red Bull and good news for Ferrari, as the SF-24 car generates more drag than the RB20 at the same level of downforce. However, dominating in Texas doesn’t mean it can be done in Mexico.

The practicality of the French engineer is clearly a strategic move. Ferrari definitely believes in the constructors’ title. For the head of Ferrari Racing Department everything is still possible, because in five races (including two sprint weekends) the total points up for grabs exceed 200. At this point in the F1 championship, there is no room for lapses in focus or technical errors, as happened after the previous three wins of the Prancing Horse. The Singapore Grand Prix is the most recent demonstration of how a weekend that could, and should, have been much more satisfying was squandered.

Returning to the United States Grand Prix, the SF-24 once again proved to be a much more competitive car during the race, thanks to perfect tire management. In this regard, it’s not surprising that Frederic Vasseur admitted that Ferrari introduced some updates even at the Texas event, despite the document titled “presentation car” being empty. It is important to highlight that the notice provided by the International Federation includes visible aerodynamic updates, including the geometry of the external suspension system.

Frederic Vasseur explicitly referred to something new under the carbon fiber body of the SF-24. In Texas, the engineers from Maranello maximized the car through optimal mechanical adjustments. A fine-tuning that allowed Ferrari to enhance performance through a perfectly balanced aero-mechanical compromise. We saw this during the race. By examining Charles Leclerc’s telemetry data, in fact, we can see that car number 16 was the most competitive Formula 1 car in every single section of the track, both with the Medium set in the first stint and the Hard tires in the second part of the triumphant drive toward Ferrari’s one-two finish at the Circuit of the Americas.

A configuration that caused the Ferrari to suffer slightly in qualifying, particularly in the first sector, especially in the section that involves rapid corners with several sharp direction changes. We are referring to the “snake” where, on a flying lap, the SF-24 showed slight instability that limited its performance in terms of mid-corner speed. However, the softened setup worked very well in the rest of the track, providing more grip at lower speeds. All of this was assisted by a highly effective mechanical setup. Speculation abounds on this point.

Many have speculated that Ferrari, referring to Frederic Vasseur’s comments about “invisible updates,” may have adjusted the internal suspension elements to gain an advantage. A benefit also aimed at extending tire life with a high fuel load during the race, where, after all, points are earned. And who knows if in these decisions the influence of new technical director Loic Serra was involved, given that much of his career has been spent focusing on the interaction between chassis and tires, bringing great success to Mercedes during its eight years of dominance in Formula 1.

The next stop in the Formula 1 championship? The weekend at the 4.304-kilometre Autodromo Hermanos Rodriguez in Mexico City in just a few days. We are talking about a track where Ferrari, since the South American circuit returned to the calendar, has never won. This is despite the fact that in recent seasons, the Italian cars have secured pole position on several occasions. It’s a track where starting from pole position is often even a disadvantage due to the long high-speed section leading from the grid to turn 1. To conclude with a thought: whatever happens, in Mexico, Ferrari has the same goal: to try to win.

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A perfect clutch release and first acceleration for Charles Leclerc, who revealed an interesting backstory about the start in Austin after the race.

Charles Leclerc delivered a top-level performance in the United States Grand Prix. From the very first phases of the race, the Monegasque had a perfect race reading. This was despite a complicated qualifying for the Ferrari duo, which has become a characteristic of the SF-24. However, the GP result was created in the very early stages of the race, with Leclerc revealing a curious backstory about the start in Austin.

In the last GPs, Charles Leclerc has shown that he can manage tire wear over long distances exceptionally well. This indicates a maturity reached impeccably and demonstrates the evolution and growth achieved by the Monegasque. Throughout the 56 laps scheduled, except for safety car and pit stop situations, Charles Leclerc never went below 1:40, a sign of extreme confidence with his SF-24.

A car that has proven to be consistently effective over long distances, but also one that has solved some of the starting problems. The clutch release was perfectly executed by Charles Leclerc, who, approaching turn 1, had a great read on the battle ahead between Lando Norris and Max Verstappen. The two title contenders “collided” due to a slight mistake by the Englishman, which left a door open for Max Verstappen to slip in with his RB20.

The start as a chess match
However, the deep braking and delayed trajectory forced the Dutchman to widen the turn, pushing Lando Norris out. Charles Leclerc, a privileged observer of this battle, took immediate advantage by tightening the line for better acceleration. This move “cleared” the way to success, which he then achieved with a dominant race pace over all his pursuers.

At the end of the United States Grand Prix in Austin, Charles Leclerc was asked about the start, specifically whether he was surprised by Max Verstappen’s move. “No, I wasn’t surprised,” Charles Leclerc replied candidly to F1TV microphones. “I knew Max would go full gas into turn 1, because in his position, there’s not much to lose; he’s leading the championship. I knew he would be very aggressive, so I went for it. I prepared the exit a bit better, and it was a winning gamble that helped us win the race.” – the Ferrari driver concluded.

f1ingenerale

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An exam that, despite some small issues over the Austin weekend, could be said to have been passed with honors thanks to a well-deserved one-two finish secured by Charles Leclerc and Carlos Sainz, based on what was seen on track during the race, both in terms of performance and race strategy. Ferrari celebrated their fourth win of the 2024 Formula 1 championship with a car that, once again, used its long-distance performance as its best weapon to surprise its rivals.

However, it is interesting to understand how this victory came together and, more importantly, how that superiority, especially in the first part of the race on the medium tires, took shape. This was when Charles Leclerc laid the groundwork for his third win of the season with a pace that was simply unreachable for everyone else.

Even though they did not manage to secure the front row, after the qualifying session, both Ferrari drivers showed a certain confidence going into the race at the 5.513-kilometre Circuit of The Americas in Austin. This was not only because some positive signs about the SF-24’s potential had already been seen in the sprint, but also because on the softer tire in qualifying, there were specific limitations that were expected to have less impact in the race.

Part of the secret to their success lies in this fluctuation in performance between qualifying and the race, because during the Sunday race, Ferrari proved to be very effective not only in areas where it had already shown good qualities over the weekend, such as in traction in slower zones, but also in the fast corners, where they had struggled in qualifying. In Austin, some teams struggled to manage the deformation of the soft tires in the fast corners, preferring instead the greater support offered by harder compounds, including Ferrari. Additionally, as the drivers themselves noted, in qualifying the SF-24 suffered from bottoming on the bumps in several parts of the track, such as the snake section, which reduced the drivers’ confidence.

Charles Leclerc explained that he believed there had been significant progress in the resurfaced sections. However, he noted that in the first sector, apart from Turn 1, which had been resurfaced, there was still considerable work needed on Turns 3, 4, 5, 6, and 7 due to the numerous bumps.

These factors had less of an impact on Ferrari’s performance during the race, to the extent that the Maranello team made very few setup changes in the post-sprint window, as they were confident they had found a good window for the race. As seen in the sprint, using harder tires provided more effective support in the fast corners. Additionally, with lower speeds in the race, the effect of sliding on the asphalt was reduced, making it easier for the drivers to search for and find the limit.

Undoubtedly, Charles Leclerc’s gamble to set up the first corner at the start in such a way that he could snatch the lead from Max Verstappen and Lando Norris paid off, especially because it allowed him to race in clean air on a track where dirty air has a significant impact. However, the element that is particularly interesting to focus on is the pace maintained by the Ferrari driver from the very first laps, not only because it proved to be unmatched by his rivals, but also because it contrasts with the approach seen in the sprint race.

On Saturday, the idea was to manage the tires in the first part of the Sprint race, especially considering the limited data on potential tire wear at Circuit of the Americas. On Sunday, however, a completely opposite behavior was seen. While many were still worried about the risk of degradation, given the hot temperatures in Austin, from the very first lap Charles Leclerc was pushing hard on the clock, setting lap times that even caught Red Bull by surprise, as they did not expect such an aggressive pace after the Safety Car left the track. In fact, throughout the first stint, the Monegasque driver only twice went over the 1.39 lap time.

The choice to push hard from the start without worrying too much about degradation proved to be correct, not only because Charles Leclerc quickly built a safety margin that allowed him to manage the stint on the hard tires, but also because in the end, the degradation turned out to be extremely limited. The evolution of the track surface, which was entirely new in several sections, made tire wear less severe than expected, so much so that a race originally predicted to require two stops by most teams turned into a one-stop strategy for nearly all drivers.

Analyzing the data from the first part of the United States Grand Prix, it becomes clear that Ferrari leveled out its weaknesses on the single lap, particularly from Turn 5 onward. Instead of having to defend and avoid losing too much time, Ferrari could focus on an attacking strategy for the race, even with Carlos Sainz. While it is true that Red Bull suffered from their post-sprint setup changes, making the car more understeery to protect the rear axle, which diminished Max Verstappen’s confidence in the car, Ferrari’s SF-24 was also extremely effective in the fast sections compared to McLaren. The Maranello team was able to exploit its strengths and make a difference in traction in the slower sections, such as the start of the third sector.

This advantage was especially evident during the stint on medium tires rather than the hard tires, where the advantage in the slow sections decreased, partly because the harder compound had already shown in Friday’s practice to provide a lot of support at the front in the fast corners, but was somewhat more limiting in terms of traction.

Two other factors also played a very important role: the need to increase lift and coast to save fuel (perhaps because they did not anticipate such a fast-paced race), especially with Carlos Sainz, and the traffic caused by lapped cars, which put them in the dirty air. This is why it was crucial to take the lead on the first lap, because with two cars ahead, even with a stronger pace, the risk was getting stuck in dirty air and suffering overheating in some critical sections, forcing the team to resort to an undercut to move up the ranks. This was also seen with Sainz, where Ferrari’s engineers made an excellent call regarding the (non-existent) degradation and attacked Max Verstappen at the pit stop: running in clean air allowed them to extend the stint with both cars and manage the race until the end.

While the one-two finish came at a crucial moment in the 2024 Formula 1 season, as well as in a key phase of this car’s development, Ferrari team principal Frederic Vasseur rightly wants to keep a low profile, knowing that with such close gaps, the grid could change from one race to another. However, the performance in Austin provides a boost of confidence to carry into the final part of the championship, ahead of the Mexico City Grand Prix.

— see video above —

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The Austin Grand Prix delivered what was likely one of the biggest surprises of the season. A Ferrari one-two, at a circuit that many experts considered the “real test” for the SF-24, was like a bolt from the blue: an event that reshapes the competition towards the end of the season, complicating Red Bull’s and McLaren’s plans.

A clear recovery after a disappointing summer, which began with the victory in Monza and culminated with the 1-2 at the Circuit of The Americas. A result that did not go unnoticed by rivals like Toto Wolff: the Austrian is going through a delicate moment with Mercedes, but he didn’t miss the chance to praise his Maranello rivals. Speaking on the F1 Nation podcast, he engaged in a humorous exchange with Frédéric Vasseur.

WOLFF – “He’s really good. As I’ve already said, I’m inspired by Ferrari and the work Fred has done, I really am.”

VASSEUR – “He told me on WhatsApp that, for once, I didn’t look like an idiot!”

WOLFF – “No no, I said you still look like an idiot, but you’re not!”

WOLFF – “It’s fantastic how you guys bounced back after the summer, becoming dominant now, I want to admire this! But, for now, I don’t want to kiss you… Otherwise, they’d find out!”

Source: f1ingenerale

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— see video above —

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Ferrari’s success at the United States Grand Prix in Austin was a culmination of strategic upgrades and race decisions that propelled Charles Leclerc to victory at the 5.513-kilometre Circuit of The Americas in Austin. The unexpected one-two finish of the SF-24 cars, starting from the second row, demonstrated a significant leap in race pace, particularly compared to Red Bull and McLaren, both of whom struggled to match Ferrari’s performance over the 56 laps. McLaren’s conservative approach, driven by concerns over tire longevity, only strengthened Ferrari’s advantage.

The team from Maranello was particularly keen to see how the SF-24 would fare on a conventional circuit like the Circuit of the Americas. Previous major upgrades introduced at Monza and Singapore showed promise, but Austin provided a more traditional proving ground. Leclerc’s ability to capitalize on the early skirmishes between Lando Norris and Max Verstappen helped him seize the lead early in the race. Meanwhile, Ferrari’s pit wall made a crucial call during the pit stop phase, allowing Carlos Sainz to undercut Max Verstappen, with a well-executed one-stop strategy that outpaced Pirelli’s predictions. This strategic brilliance brought Ferrari its fourth victory of the season, equaling the team’s win count from two years ago with the F1-75, and lifting morale within the team after a challenging season.

A “Flexi” Front Wing and the Key to the SF-24’s Improved Performance

Ferrari’s victory was also made possible by a series of technical advancements, most notably the development of a new, more flexible front wing, first introduced in Singapore. While the aerodynamic design remained largely unchanged, the wing’s improved flexibility, achieved through composite materials, significantly enhanced the car’s high-speed efficiency. This was an area where Ferrari had previously struggled, especially at high-speed circuits like Austin.

Testing during Pirelli’s tire development sessions at Mugello allowed Ferrari to optimize this new wing design further, providing a noticeable improvement in handling and cornering speed. While Carlos Sainz adapted quickly to the changes, Charles Leclerc initially required more time to adjust, but by race day, the balance issues had been resolved, enabling him to control the race with authority.

This evolution of the SF-24 demonstrated how Ferrari, despite facing challenges earlier in the season, had made significant progress in addressing the car’s weaknesses, particularly its performance in high-speed sections. The improvements were crucial in allowing Ferrari to outperform Red Bull and McLaren, both of whom had brought significant upgrades to Austin but fell short on race day.

Constructors’ Championship Still in Play: McLaren’s Caution and Red Bull’s Focus on Verstappen

Ferrari’s resurgence has injected fresh excitement into the Constructors’ Championship race, with some now speculating that the battle may not be over. While McLaren remains a formidable competitor, their strategic conservatism in Austin, coupled with a less-than-optimal performance from Lando Norris, left them vulnerable. The MCL38, though bolstered by important upgrades, struggled to deliver the results expected, particularly in the race’s crucial phases.

Red Bull, meanwhile, continues to rely heavily on Max Verstappen, as Sergio Pérez’s car was equipped with a less optimized and overweight version of the new floor upgrade. Max Verstappen’s performance in Austin was solid, but Red Bull’s fight for the Constructors’ Championship remains complicated by budget cap constraints and the need to juggle development priorities. The team’s revised floor design, which mirrors Ferrari’s keel introduced earlier in the season, shows that Red Bull is still pushing the boundaries of its car’s potential, but whether that will be enough to fend off Ferrari’s charge remains uncertain.

In conclusion, Ferrari’s technical upgrades, combined with a solid overall work during a Sprint weekend in Austin, have revitalized the Maranello team’s 2024 campaign, making the final races of the Formula 1 season ones to watch closely as the battle for the Constructors’ Championship heats up.

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Leo Turrini’s comments
These are the journalist’s comments on Sky Race Anatomy and on his blog *Profondo Rosso*: “When Charles Leclerc and Carlos Sainz crossed the finish line in triumph in Texas, it reminded me of an old newspaper headline that Enzo Ferrari loved: ‘Tremble, tremble, the Reds are back.'”

“This, unlike the other three wins this season, was a dominated victory. We saw a Ferrari superior to everyone.” – the Italian journalist pointed out at the end of the United States Grand Prix – “This success didn’t happen by chance. On the contrary, it is the result of work that started a long time ago. It is the fulfillment of a promise that, in the recent past, had too often been broken.”

“Let me explain better. In Maranello, they had announced the preparation of significant modifications to be brought to the car for the end of the season. It wasn’t guaranteed that everything would work perfectly. More than once, the legendary developments on the Ferrari had turned out to be a boomerang. Credit, then, to Fred Vasseur, the head of the racing department, the country priest who radiates bonhomie from every claw.” – the Ferrari insider wrote.

“In Texas, on one of the most beautiful tracks in the world championship, the Reds dominated. It wasn’t a nail-biting win, like what happened in Monaco and Monza. This time, Charles Leclerc won in the style of a certain Michael Schumacher. He was superb at the start, when after one corner, he jumped from fourth to first. But then Carletto was able to rely on the support of an absolutely perfect car, as demonstrated by the second place of the impeccable Carlos Sainz (by the way: Hamilton is coming, and he better wake up!).”

“Since I am never tired of repeating that in motorsport, for decades now, the car makes the difference, what we saw in Austin is decidedly encouraging for the near future. Unfortunately, it’s too late to imagine a happy chase for the drivers’ title, while interesting scenarios have reopened concerning the constructors’ standings. What matters is having found a Ferrari that is finally in control of its own destiny, no longer forced to rely on circumstances determined by chance. The Red car of Austin is the reference point for everyone: that’s why it will be essential to immediately build on this result. The calendar is on the side of those who have waited for too long: next Sunday, they race in Mexico. Another one-two would be welcome.” Leo Turrini concluded.

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Scuderia Ferrari dominated overseas in the 19th round of the 2024 Formula 1 world championship, the United States Grand Prix. Charles Leclerc and Carlos Sainz were the protagonists of a historic one-two finish at the 5.513-kilometre Circuit of The Americas in Austin, masterfully executed by using a secret weapon, namely race pace. Already in Saturday’s Sprint Race, the average pace was very close to Max Verstappen’s, even considering the internal duel between the two Ferrari drivers and the fact that the SF-24 cars started from behind. In the usual Sunday race, the two Ferrari drivers showed that, starting from further up, a much better result could have been achieved: victory with a one-two finish.

The perfect Sunday afternoon in Austin began already at turn 1, at the start, when Charles Leclerc slipped past Lando Norris and Max Verstappen, who went wide after the Dutchman attempted an attack on the Briton. Carlos Sainz, starting third, was unlucky in this phase. The Spaniard had to lift off behind the Red Bull RB20 of the world champion in order to avoid a collision, preventing him from chasing his Maranello teammate and completing the one-two immediately. Carlos Sainz was able to gain second position after the first stop, anticipating the tire change. Moreover, the Spaniard crossed the finish line having completed more laps on the Hard compound than anyone else.

In the first stint of the United States Grand Prix, Ferrari registered the best pace of the group. Charles Leclerc, leading the race, was the only one able to maintain an average pace under 100 seconds, with a driving style that showed no major imperfections. The Monegasque’s superiority was made possible by a more cautious warm-up phase, exploiting the better pace and clean air ahead. From the pit wall, Bryan Bozzi, Charles Leclerc’s race engineer, radioed his driver to be less aggressive on the curbs and pay more attention to managing the bumps at turn 4.

In terms of tire degradation, the Monegasque driver built his success on consistency, trying not to impose overly abrupt forces on the tires, both during braking and at the exit of corners. Additionally, by staying away from the curbs, the Ferrari driver didn’t overstrain the tire’s sidewall, avoiding the risk of dangerous cuts. Telemetry shows that the Ferrari driver made a particular difference in two points. The first was between turns 1 and turn 2, turns 6, 7, 8. In this section of the track, he carried 6 kilometers per hour more through the middle of turn 6 and was on the throttle earlier heading into turn 7.

The second key section was the sequence of fast bends 16, 17, 18 in turn 3. In this section, Charles Leclerc maintained a higher throttle percentage, building an average advantage of 0.3 seconds. Charles Leclerc’s pace was half a second faster than Max Verstappen and Carlos Sainz. The Spaniard, after the early-race Safety Car, experienced some issues with the power unit and was no longer able to close the gap to the F1 world champion to attempt an attack as he did in the opening laps of the Austin race. However, tire degradation favored the Ferrari driver over the Dutchman, as he suffered less tire wear in the final phase of the United States Grand Prix.

The reason is linked to the early pit stop, which allowed Carlos to recover some crucial seconds on max Verstappen at the start of the second stint. Lando Norris maintained an average pace similar to the Dutchman and Carlos Sainz, with an extremely conservative first part of the race. The goal was to avoid the tire drop-off seen on Saturday at the end of the sprint race. McLaren’s tactic was to go for a one-stop strategy, extending the first part of the race to increase the pace in the laps leading up to the pit stop.

It was a lackluster race for Mercedes. After a poor qualifying session, Lewis Hamilton made the same mistake as George Russell, hitting the wall at turn 19 after three laps. George Russell, starting from the pits, decided to extend his first stint on hard tires until lap 37, climbing back to sixth position. The Mercedes driver took advantage of the drag reduction system on the straights to make overtakes. The W15, highly efficient on the Circuit of the Americas track, allowed the young Briton to reach top speeds about 10 kilometers per hour higher than his rivals at the end of the two main straights.

Using a more performant tire, the Mercedes driver was one of the fastest in the second half of the race, a result of the situation that developed in the first section. Among the front runners, the average pace leveled out, favoring those who mounted the hard tires later. At that moment, McLaren was 2-3 tenths faster than Ferrari, which was managing the white-striped tires. The tactic from the Woking team did not pay off as expected, according to the mathematical models studied by the engineers.

Probably, the strategists dressed in papaya did not think that Carlos Sainz and Charles Leclerc would be able to manage their tires as well as they did, while maintaining such a good pace. If we analyze the data relating to the degradation chart, the Maranello team’s men are the only drivers who showed a negative curve. Charles Leclerc and Carlos Sainz were therefore able to improve their pace practically until the final laps, managing the lift-and-coast operation to avoid running underweight.

Max Verstappen, caught between Ferrari and McLaren, began to lose performance after the 16th lap on the hard tires, around lap 42 of the race. At that point, the Dutchman’s tires lost temperature, particularly at the front. The core of the tire was too cold, causing graining that slowed the world champion in corner entry and mid-corner. The Red Bull driver had to be more conservative on entry to avoid triggering understeer. As a result, his pace was, on average, two-tenths slower in the slow corners from 12 to 15 compared to Ferrari.

It is difficult to determine whether and how much the balance of power has shifted after such a clear victory by Ferrari. One factor undoubtedly worth noting is the updates. The Maranello team knew its aerodynamic update package much better than its rivals, who had introduced some interesting novelties just for this race. Red Bull, McLaren, and especially Mercedes, therefore, had only an hour to test, gather data, and study all the modifications made to their respective cars.

The setups of these three teams were certainly not optimized to the fullest, but at the same time, Ferrari’s supremacy cannot be denied. The Prancing Horse fine-tuned a car more suited to long-distance races, as we saw both on Saturday and Sunday afternoon. The SF-24 single-seater was flying in the twisty sections of the first sector and the slow corners of the third sector, elements we will see again next weekend at the 4.304-kilometre Autodromo Hermanos Rodriguez in Mexico City. These are the very sections where Ferrari’s engineers will seek to capitalize on to improve top speed, aiming to repeat the result in just a few days.

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