The Mercedes driver achieved his benchmark on the Soft compound and also completed two stints on the Medium. Behind him was team-mate Kimi Antonelli, 0.552s adrift with a 1:43.899, while Max Verstappen finished third in 1:44.174.
All three drivers used both the Medium and Soft compounds during the session, setting their best times on the softer tyre. It was an approach adopted by most of the field, with only a few exceptions. The two McLaren drivers and Franco Colapinto paired a set of Hards with a set of Softs, while Aston Martin focused its programme exclusively on the C5.
During FP2, air temperatures remained around 31°C, while track temperature peaked at 44.8°C. Even higher values had been recorded during the first session, when the track reached 47.6°C. Wind also played a significant role in FP1, a characteristic feature of the Azerbaijani circuit, with gusts of up to 25 km/h.
In the morning session, the majority of mileage was completed on the Hard tyre, corresponding to the C3 compound this weekend. Only Lando Norris, Oscar Piastri and Franco Colapinto began their running on the Medium, while all the other drivers started their programmes on the hardest compound.
As the session progressed, 12 drivers switched to the Soft. The fastest time of the morning was set by George Russell, who recorded a 1:45.387 on the C5. Max Verstappen also set his best lap on the Soft compound, while Charles Leclerc finished third using the Medium.
SIMONE BERRA – PIRELLI CHIEF ENGINEER
“It was a first day heavily influenced by a particularly dirty track, with dust even on the racing line, resulting in very significant track evolution. Lap times improved consistently throughout the day, with differences of up to two seconds between the two sessions. Compared to last year, the track surface appeared less favourable, particularly affecting the tyre warm-up phase.
Teams focused their work on car set-up in order to bring the tyres into the correct operating window, especially on the front axle. This proved to be crucial both for maximising single-lap performance, which was often achieved only after several attempts, and for limiting the risk of braking lock-ups.
The teams generally completed an intensive programme of work with all three compounds in preparation for a race that is increasingly expected to be a one-stop affair. Degradation levels were in fact very low, and track evolution almost completely offset tyre wear during some long runs, making lap times progressively quicker. We did not observe any graining, which is an interesting finding considering the very smooth track surface. In terms of lap time performance, the data indicates deltas broadly in line with simulations: around half a second between the C4 and C5, and a few tenths between the C3 and C4.
Looking ahead to tomorrow, with lower temperatures and stronger wind gusts forecast, tyre preparation will once again be a key factor. The track will offer more grip than today, but teams will need to manage traffic and generate as much energy as possible in the tyres. For Saturday’s Grand Prix, all compounds remain theoretically viable, although the two softer options may take on a more prominent role in light of the expected drop in temperatures.”
