Victory at last weekend’s British Grand Prix was almost a moment of relief for Charles Leclerc, who had been searching for answers to the setup changes introduced after the sprint to regain the feeling he had lost with the SF-26. It is a victory that has a much deeper meaning than his smile on the podium suggests as his eyes rest on a trophy almost weighed down by the difficult weeks that lie behind him.
This was the year of a technological revolution and adapting to the new regulations was anything but easy, even for the drivers themselves. Even as the middle of the season approaches, the new rules continue to dictate driving dynamics that feel almost unnatural, such as pulling away before the finish line to manage electric power, as Mercedes did at Silverstone.
It’s been a season full of change, and when it comes to Leclerc, there’s an underlying theme that, while somewhat under the radar, remains intriguing: his changed approach to steering wheel software. This represents a significant revolution because from his first year at Ferrari until the end of last season, Leclerc had always maintained exactly the same configuration, with minimal adjustments.
Even back then, the configuration clearly distinguished him from Sebastian Vettel and the driver who preceded him in this position, Kimi Räikkönen. While the four-time world champion preferred to have as much information as possible on the screen in a highly compressed layout, Leclerc had already opted for a clear and immediate presentation in 2019 with large, easy-to-read and direct data.
This was a layout that the Monegasques kept until the end of 2025 and that was also adopted by Carlos Sainz during his years at Maranello, with only minimal changes to adapt the arrangement of certain elements to his preferences. Unlike other teams, Ferrari gives its drivers a certain degree of freedom to find a solution that is truly tailored to their needs and preferences. Lewis Hamilton pushed for a similar version to the one he used at Mercedes for so many years, and also called for changes to the steering wheel itself.
Leclerc’s new steering wheel software 2025 vs. 2026
Photo from: Motorsport.com
Nevertheless, Leclerc’s case is particularly interesting because it is his first really significant change since joining as a Scuderia driver in 2019. Of course, one could assume that this was a necessity dictated by the new regulations, but that is not entirely the case: most teams, apart from minor adjustments, have maintained a very similar layout to the previous technical cycle, both in terms of software and the steering wheel itself.
Unsurprisingly, Hamilton has also retained a steering wheel layout very similar to the one he used with the old hybrid power units last year, adding just a few elements such as the MGU-K’s real-time control. However, in Leclerc’s case, the 2026 revolution seems to have been above all an opportunity to overhaul its software, which is now fundamentally different from the past.
Table of Contents
A new data layout and the MGU-K indicator
The first big change concerns the layout of the information. While until last year the data was presented clearly and visibly, it has now been completely reorganized: many parameters such as speed, engine speed, completed and remaining laps or braking balance have been moved to small boxes to the left.
This reorganization created space in the middle for tire temperatures (displayed compared to a reference value) and brake temperatures, which until the end of last season were accessible via buttons on a secondary side. In addition, the current gear and the selected engine mode are clearly displayed, adjustable using the central rotary switch on the steering wheel. However, there are two more extremely interesting additions for 2026.
As Motorsport.com pointed out when looking at the McLaren’s steering wheel in early 2026, Ferrari has also introduced a vertical sidebar on the right side of the screen that clearly shows the driver how the MGU-K works. When the bar reaches up, the MGU-K is active and supplying energy to the system. When the bar moves down and turns red, for example when braking or at the end of the straight during superclipping, the MGU-K is in harvest mode and is recovering energy.
Use of the Leclerc software MGU-K
Photo from: Motorsport.com
The system that shows the driver how long he can use the boost (which allows him to attack or defend by briefly increasing electrical power) has also been changed. There are now five small red dots to help the rider track how long they can activate it, as the boost typically uses a large amount of energy in just a few seconds.
There is a special turbo display for race starts
It’s fair to say that the start of the race also played a crucial role in the Silverstone victory. Ferrari’s engineering decisions and the optimization of its electronics have made the SF-26 one of the most effective cars since the Melbourne opener, crucially ensuring consistent performance at a stage where many rivals were struggling.
Without the support of the MGU-H and since the electric motor cannot be used at speeds below 50 km/h, it has become significantly more complex this year to spool the turbo and bring it into the correct speed range. To increase security and help manufacturers who are struggling on this front. But how do drivers know when the turbo is ready for operation and has reached its optimal operating speed range?
While each team has its own method, Ferrari uses a progressive indicator coded with both a percentage scale up to 100% and a three-color system (red, white and green, with green indicating the turbo is ready). It is a simple yet crucial feature that ensures the driver always knows whether the system is in the correct range before deployment, especially considering how important this aspect has become this year.
Leclerc’s new steering wheel software for a race start
Photo from: Motorsport.com
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https://www.motorsport.com/f1/news/how-charles-leclerc-has-changed-his-steering-wheel-software-for-the-first-time-since-joining-ferrari/10837403/
