Should anyone have proclaimed to foresee anything aside from McLaren’s overwhelming advantage in the Hungarian Grand Prix’s qualifying session, they would have been mistaken. Charles Leclerc expressed utter surprise upon learning that he had clinched his first Formula 1 pole position of the current season. He was mainly focused on securing a consistent lap, as the competitors noticed a subtle alteration in the wind’s direction; it turned out that his time of 1m15.372s was sufficient to accomplish the task.
While it was undoubtedly a remarkable lap achieved under shifting conditions, his pole position also coincided with a curious phenomenon: McLaren’s performance from Q2, which had briefly dipped below the 1m15s threshold and ventured into the 1m14s territory, seemingly dissipated amidst the Hungarian breezes.
The initial indication that something was genuinely amiss emerged when McLaren’s initial runs on the newly fitted soft tyres yielded times in the 1m15.4s range. However, the fact that the Oscar Piastri/Lando Norris pairing still held the top positions after the initial attempts suggested that there was potential for improvement. Yet, that improvement never materialized. A more significant clue surfaced when neither driver managed to surpass their first sector times during their subsequent runs.
Norris did manage a slight improvement on his second lap, elevating him from fifth to third place. However, Piastri’s lap time decreased. Leclerc was audibly astounded upon being informed that he had secured the prime starting position for Sunday’s race.
By examining the GPS data, we can pinpoint where Leclerc gained time compared to Piastri, and the difference is considerable. This is attributed to the championship leader’s first lap of the session, where Piastri approaches the braking zones and throttle inputs in a distinctly different manner, as he is still adapting to the wind’s changes. He applied a greater margin of safety to his braking during the second attempt, resulting in a slower lap time.
Charles Leclerc, Ferrari vs Oscar Piastri, McLaren, comparison of best qualifying laps sector 1
Photo by: Motorsport Network
In the first sector, Leclerc’s speed on the straights is the defining factor; he’s travelling at 7kph faster before braking into Turn 1, and 10kph faster on the entry into Turn 4. This is, technically speaking, quite unusual. While Leclerc enjoyed a slight straight-line speed advantage in their respective Q2 laps, it was not of the same magnitude as observed here, with only 2kph and 4kph differences into Turns 1 and 4.
During those Q2 laps, the McLaren’s engine speeds remained relatively consistent through Turns 3 and 4. However, Piastri experienced a drop in speed into Turn 1 as he shifted up to eighth gear much later, resulting in an engine speed approximately 500rpm lower than his Q2 best in this section. The most straightforward explanation might be that Ferrari experienced a smaller time loss in the headwind into Turn 1 compared to McLaren.
Charles Leclerc, Ferrari vs Oscar Piastri, McLaren, comparison of best qualifying laps sector 2
Photo by: Motorsport Network
Piastri manages to gain almost two tenths on Leclerc in the uphill Turn 5 and maintains a lead through the intricate part of the lap. He achieves this by applying the throttle more directly and using less brake, while Leclerc maintains more consistent throttle input and corrects his course using the brakes instead of fully lifting off the throttle. This approach, however, benefits Leclerc as he exits Turn 9, as he brakes slightly earlier than Piastri and therefore achieves better drive out of the corner.
With the acquired momentum heading downhill, Leclerc converts it into an advantage once again at the end of the sector. Leclerc’s downshift to fourth gear, particularly through Turn 8, further aids in maintaining higher engine speeds. In contrast, Piastri downshifts later for Turn 9, releasing the throttle more abruptly, which compromises his drive out of the corner.
The gap widens to over a tenth in Leclerc’s favour in the braking zone for Turn 12, although Piastri manages to recover approximately a hundredth on the Ferrari driver by employing less braking. However, it is the Australian driver who utilizes more braking for Turn 13, and he has to be less cautious with the throttle as a result. Consequently, he is now tracking a mere 0.01s faster than Leclerc.
Charles Leclerc, Ferrari vs Oscar Piastri, McLaren, comparison of best qualifying laps sector 3
Photo by: Motorsport Network
It culminates in the final corner exit. This is where Leclerc’s technique of braking for a longer duration while maintaining a degree of throttle input yields a superior exit. As the drivers enter Turn 14, they encounter a tailwind, which necessitates greater effort to decelerate the car. They subsequently require acceleration to overcome the headwind into Turn 1. It was Leclerc’s earlier reconnaissance lap that provided him with this crucial information, while Piastri struggled to find the optimal balance in the more wind-affected areas.
Where McLaren conceded time from Q2 to Q3
Piastri’s fastest Q3 lap was almost half a second slower than his Q2 pace. The headwind reduced his peak speed by 10kph upon braking for Turn 1. Conversely, there was a tailwind exiting the corner. This did not directly benefit Piastri down the straight but provided a slight advantage through Turn 2, leaving him just 0.045s behind his Q2 lap.
McLaren appeared to have less pace through sector one, possibly aiming to preserve the tyres for the second half of the lap. Nevertheless, there were moments where Piastri was demonstrably faster in his Q3 lap through the second sector, especially through Turn 5 and the subsequent chicane.
Oscar Piastri, McLaren, comparison Qualifying laps Q2 and Q3
Photo by: Motorsport Network
However, the lap deteriorates from this point onwards. The car becomes less responsive to throttle inputs, and Piastri struggles with the rear end, making late braking adjustments to maintain stability.
Subsequently, a steady decline in lap time ensues as the wind disrupts the car’s balance. The need to navigate the final corner with a reduced speed of approximately 10kph is the final blow, as he must brake for an extended duration to ensure the rear remains stable.
