Leclerc set to switch to Hamilton's brake system from Barcelona F1 race

Following his brake issues in the recent races, Ferrari driver Charles Leclerc is set to switch to the brake system his team-mate Lewis Hamilton has been using for some time.

Leclerc’s Monaco Grand Prix ended in a bitter fashion in the dying stages of the 78-lap race as he crashed at Rascasse with just a few laps lfet to complete. The Ferrari driver was adamant that the crash was not the result of a mistake behind the wheel. Instead, he pointed to a brake issue he says has been haunting him since the Canadian Grand Prix, a problem that resurfaced at the worst possible moment on home soil.

Leclerc explained that the failure struck without warning as he approached the final corner. “Finishing my home race like this is disappointing.

"I had an issue with my rear brakes in the last corner and hit the wall. The positive to take from this weekend is that we have a solution in place and will adjust the configuration of my brakes.”

The emotional toll was clear as he added: “I’m extremely disappointed, sad, angry – a mixture of negative emotions.”

Pressed to elaborate on the nature of the failure, Leclerc stressed that the issue was neither marginal nor manageable. “I don’t know how much I can go into the details, but… I don’t think… I mean, it’s just not acceptable.”

He continued by highlighting the severity of the braking inconsistency: “The issues I have faced with my brakes have been… it’s not that it’s difficult, it’s that in this particular moment it’s just impossible.”

According to Leclerc, the car simply refused to slow down. “I cannot do anything. The only thing I can do is not brake for the last corner, but in an F1 corner not braking in the last corner ends up in the wall anyway.”

Even the slightest pedal input was too much: “I put the least amount of brakes I could possibly do, and it’s not even braking, it’s leaning my foot on the brake.”

“The rear brakes were not working at all, so I don’t know if there was an issue there, or if it’s the inconsistency I get, and the front delivered a lot more than what it should, so that’s what happened.”

Ferrari’s long‑time brake supplier Brembo responded swiftly and firmly to Leclerc’s comments, issuing a rare public statement that underscored both surprise and caution.

“Brembo Group is really surprised by the statements made by Charles Leclerc after F1's Monaco Grand Prix,” the company said. “The partnership between Brembo and Scuderia Ferrari has continued for more than 50 years and also extends to other brands within the Group, including AP Racing clutches and Ohlins dampers, confirming the strength and breadth of this long-standing collaboration.”

Crucially, Brembo stressed that no conclusions should be drawn before the data is analysed. “At present, the company does not know the causes of the issues experienced by Charles Leclerc and therefore considers it premature to draw definitive technical conclusions before the available data has been analysed.”

The company added that “in cases such as this, it is necessary to examine the telemetry data together with the team's engineers in order to accurately determine the origin of the incident.”

However, in the build-up for this weekend's Barcelona-Catalunya Grand Prix, Leclerc’s Ferrari was spotted being built up with the same braking configuration as Lewis Hamilton.

Leclerc is expected to try out the Carbone Industrie brake discs that his team-mate Hamilton has used over recent races, in his bid to try to get more confidence from his Ferrari.

The differences in behaviour between Carbone Industrie and Brembo are marginal, but Leclerc might regain his confidence with the new brake system.

Formula One teams rely on two main suppliers for carbon‑carbon braking systems, Brembo and Carbone Industrie, and while both produce world‑class technology, the characteristics of their discs differ enough to influence driver preference, setup philosophy and even tyre preparation.

The contrast between the two systems is most clearly illustrated by Hamilton, who used Carbone Industrie throughout his McLaren and Mercedes years because the feel of those discs aligned perfectly with his aggressive braking style.

Carbone Industrie’s defining trait is its extremely strong initial bite. The discs deliver peak friction at higher temperatures, which suits drivers who attack the braking zone with a sharp, decisive pedal input. Hamilton is known for stamping on the brake pedal in the first phase of braking, and CI’s behaviour rewards exactly that approach.

When the discs are hot, they offer exceptional grip and a very direct response, giving the driver confidence to brake late and rotate the car aggressively.

However, this performance window comes with a trade‑off: CI systems are more sensitive to temperature fluctuations. When the brakes cool — for example behind a Safety Car or during slow laps — the initial bite can become inconsistent, making the car harder to control until the discs are brought back into their optimal range.

Brembo’s philosophy is different. Its discs are designed to offer a more progressive and linear friction curve, giving the driver a smoother, more predictable pedal feel throughout the entire braking phase. Instead of a sudden bite, the braking force builds in a controlled way, which helps with modulation and consistency over long stints.

Brembo systems operate strongly across a wider temperature range, performing reliably in both hot and cold conditions. This makes them particularly effective in low‑energy phases, such as formation laps or Safety Car periods, where they warm up more easily and maintain a stable feel.

Their durability is also a strength: Brembo brakes tend to degrade less over a race distance, preserving pedal consistency even as temperatures fluctuate.

These differences mean that the choice between Brembo and Carbone Industrie often comes down to driving style. CI favours drivers who brake late, hard and with confidence, extracting maximum performance when the discs are fully in their temperature window.

Brembo suits those who prefer a smoother, more controlled approach, valuing stability and predictability over peak aggressiveness. Both systems are capable of delivering elite performance, but they do so through distinct mechanical personalities — one built around sharpness and high‑temperature bite, the other around consistency, modulation and versatility.