Hamilton worried about Mercedes top speed after Italian GP practice

Monza, one of the temples of speed on the Formula 1 calendar, has its own way of exposing the truth. During the second practice session at the 2026 Italian Grand Prix, Lewis Hamilton sat in the cockpit of the red SF-24, watching George Russell's Mercedes W15 pull away on the long straights. The 0.457-second gap in the standings was not his primary concern. What prompted him to speak was the estimated 0.6 seconds lost on high-speed straights alone, where the car runs at full throttle for approximately 75% of a lap. "Their top speed is considerable to worry about," Hamilton told reporters in the paddock, his tone calm but cautious. This was the first time since signing with Ferrari for the 2026 season that Hamilton publicly expressed concern about a specific technical issue of his new team. And that says more than just a post-practice remark. Ferrari brought to Monza an engine upgrade under the ADUO (Aerodynamic Development Unit Override) mechanism, permitted during the power unit development freeze. The upgrade provides approximately 15 horsepower, a significant number in a context where teams are restricted in development. Hamilton, who will officially drive for Ferrari from next year, approved this decision. But even with the additional 15 horsepower, the Italian team could only halve the gap to Mercedes on the straights. "We had the engine upgrade, but there's still a gap," Hamilton explained. "The difference in the deployment schedule between the two teams is something I feel clearly." This statement opens an important technical detail that few notice. The ERS deployment schedule — the timing and rate of electrical energy release from the battery — is a software and calibration issue, not hardware. Ferrari can optimize it during the race weekend, but mid-weekend changes always carry risks related to cooling and tire management. Fred Vasseur, Ferrari team principal, was present at Monza to defend the team's technical decision. "It's not just an engine issue," he told reporters. "It's a combination of aerodynamic drag, weight, and deployment." This response is a classic team principal communication strategy: defending technical decisions while acknowledging the gap, framing the issue as a complex whole rather than a single failure. But data from practice shows the problem runs deeper. Monza is the most power-sensitive circuit on the calendar. With about 75% of the lap at full throttle, any top speed deficit is mercilessly exposed. Hamilton lost 0.6 seconds to Russell on straights alone — a massive number at a track where every tenth of a second determines grid position. Practice two was further complicated when Ferrari's set-up changes appeared to backfire. Hamilton experienced balance issues, leaving him unsure of the root cause of the speed deficit. An unbalanced car typically requires larger wing angles or different ride heights, both of which increase drag. This creates a vicious cycle: the more the team tries to improve balance, the more top speed drops. From the perspective of someone who follows teams year-round, I recognize a familiar pattern. The 2026 Ferrari, the SF-24, has shown strength at high-downforce circuits like Monaco or Hungary but lost time to Red Bull and McLaren on power-sensitive tracks. Monza is the harshest test for this weakness. And the 15-horsepower ADUO upgrade, while meaningful, is not enough to erase the gap — a clear demonstration that engine power cannot compensate for deficiencies in drag and weight. Interestingly, Hamilton, though not yet officially driving for Ferrari, has shown deep technical engagement with his new team. He didn't just talk about the speed issue; he provided detailed comments on the deployment schedule — a sign that he has studied Ferrari's systems closely. This is one of the main reasons Ferrari pursued Hamilton: his technical feedback ability, regarded as one of the most valuable assets of a driver. But publicly voicing concerns before the race weekend could also be a way of managing expectations. Monza is Ferrari's home race, where the tifosi — the passionate fans — create a high-pressure atmosphere. If Ferrari cannot compete with Mercedes on the straights, their race strategy will be constrained: they will struggle to overtake Mercedes on track and may be vulnerable to undercuts. Vasseur, with his extensive experience in media management, skillfully reframed the narrative. By emphasizing that the issue is not just the engine, he defended the value of the ADUO upgrade while acknowledging the gap. This is a classic move: protecting the technical team, managing fan expectations, and avoiding a negative storyline before the home race. However, the bigger question lies in the future. If Ferrari cannot close the gap to Mercedes on power-sensitive circuits even with the ADUO upgrade, the 2026 car — the car Hamilton will drive — will need significant aerodynamic efficiency improvements to compensate. This puts pressure on Ferrari's aero department and technical leadership. The ADUO mechanism, though permitted during the power unit development freeze, is only a limited measure. With the 2026 regulations bringing a complete redesign — 50% electrical power, sustainable fuels — Ferrari will have the opportunity to start from a clean sheet. But until then, the Italian team must live with current limitations. From the outside, it might be easy to conclude that Ferrari is at a disadvantage. But I remember my early days following junior teams, when data from smaller series often told more than what mainstream media reflected. Similarly, Hamilton identifying the top speed issue as early as the first practice shows he is doing exactly what Ferrari expects: high-quality, early, and specific technical feedback. This is more valuable than any engine upgrade. On Sunday, when the lights go out at Monza, we will see whether the top speed gap can be narrowed through setup and strategy. But regardless of the outcome, one thing is clear: Hamilton is not just test-driving for the future — he is shaping it.