Ferrari weapons revealed that could derail Mercedes in Monaco

From the start of this F1 season, it has become clear that the sport's main problem has been the 50-50 power balance between the internal combustion engine and the electric component of the power units.

What has been witnessed so far is that it has been difficult to adequately recover energy for the straights without being forced into lift-and-coast manoeuvres or overwhelmed by very aggressive super clipping.

This weekend sees the Monaco Grand Prix, a unique event on the calendar, as the layout is characterised by frequent braking, essential for effective energy recovery, and short straights where electrical power is used.

The paradigm of the current power units is being completely overturned, potentially eliminating the advantage shown so far by Mercedes over its closest pursuers, Ferrari primarily, then McLaren, followed by Red Bull.

Added to this is the FIA's decision not to have any section where Straight Mode, or active aerodynamics, will be activated.

The wings will have a fixed-flap configuration, adjustable only on the incidence adopted when determining the setup, so there will be no use of the drag-reduction systems at the front and rear.

Ferrari and Red Bull will not use the 'Macarena' folding wings, replaced by versions with fixed elements that can be adjusted when determining the setup.

The FIA considered that this measure might not be sufficient from a safety perspective if the same electrical power usage profile were maintained, especially considering that it was decided to keep the overtake mode active to facilitate overtaking, a notoriously rare commodity in Monaco.

A common-sense choice, but the measure introduced by the FIA effectively restores Monaco's characteristics linked to the unique nature of its track.

The winner is not the one who best manages the battery charge, but rather the one who, starting from qualifying, is best able to deploy an agile, responsive, and quick-to-accelerate car.

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Can Leclerc rediscover lost feeling?

In many respects, that is something we have seen in the DNA of one car in particular - the SF-26.

The car's dynamic performance, via its suspension and aerodynamic balance, was further improved after the introduction of upgrades in Miami, and later confirmed at the Canadian GP with Lewis Hamilton at the wheel.

The seven-time F1 champion, using a different methodological approach than in the recent past, found the ideal setup for feeling with the car, so increasing his driving confidence. This is even more of a valuable asset in Monaco.

In stark contrast in Canada, though, team-mate Charles Leclerc declared he had the worst feeling he had experienced with a car in his career. Hardly a positive sign.

From what emerged from the Montreal weekend, the analysis upon Leclerc's return to Maranello would have made it clear that the Monegasque driver's setup selection, based almost exclusively on simulator results, was poorly aligned with actual track conditions in terms of grip and temperatures.

In essence, beyond the profound differences between the two tracks, Leclerc will have the opportunity to fine-tune his setup in Monaco during the three free practice sessions, as the standard format returns following successive sprint weekends.

The SF-26's responsive acceleration, a distinctive characteristic, especially off the start, thanks in part to its smaller turbine diameter compared to its direct rivals, is another strength the Scuderia will be able to leverage in the Principality.

In essence, it is fair to suggest the SF-26 will be able to compete on equal terms, with no further power or energy management deficits, against the Mercedes, which has dominated so far, but also against McLaren and Red Bull, where handling and precise cornering are the winning qualities.