The extent of Ferrari's issues with this year's car were then laid bare in qualifying in Austria as F1 returned, but not as we know it given the rigorous protocols applied to combat COVID-19 and with empty grandstands at the Red Bull Ring.
How team principal Mattia Binotto must have wished for at least another couple of week's grace to ready his cars as he announced on the eve of the weekend that after a lengthy evaluation, the team had been forced to take “a significant change in direction in terms of development”, and that the car in Austria was the same spec as in Barcelona, with no upgrades due until the third race in Hungary.
When Sebastian Vettel failed to make it into Q3 first the first time in 103 grands prix for Ferrari on pace alone, and Leclerc finished 0.984s adrift of polesitter Bottas in his Mercedes – and nearly a second off the pace of his pole lap at the same track a year ago – the concerns expressed in testing were all of a sudden written large in black and white. As Mercedes motorsport boss Toto Wolff has often stated in the past, “the stopwatch does not lie”.
Vettel described the car as being “too draggy” prior to a race in which he just scraped into the points in 10th of the 11 cars that finished, while Leclerc at least provided some relief with his second place, but even he could not disguise the problems at hand as he said afterwards “we're unhappy with the pace of the car at the moment”.
Binotto shed further startling light when he declared that the second gap in qualifying was “0.3 seconds in cornering and 0.7 seconds power-limited on the straights”.
This underlined the performance difference in last year's power unit compared to this year's system, adding fuel to the fire for those who firmly believed Ferrari was bending the rules last season, even if the FIA could find no evidence of an actual break.