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F1 question of the week: Are drivers right to criticise Formula 1?

Formula 1 heads into largely unknown territory this weekend in Melbourne, with new cars built to a fresh set of regulations that remain in the early stages of development. Unsurprisingly, there has already been plenty of debate about whether the series has chosen the right direction. The discussion gains even more traction when drivers speak up – and some of their early comments have been ...Keep reading

racingnews365.com·Jan 31

What we learned from F1's Barcelona pre-season shakedown test

The first pre-season 'shakedown' test is firmly in the 2026 books as F1 teams prepare to crunch their data and take what learnings they can heading to Bahrain in the middle of February. With the talking finally over and the cars and drivers now speaking for themselves, RacingNews365 takes a look at some of the key things we learned in Barcelona about how the 2026 season could shape up. Mercedes and Ferrari are back in the game Simply looking at the headline times after the five days is misleading, but the Mercedes performance was dominant, even if Lewis Hamilton pipped his former team to the fastest time on the final day. Over the course of last season and this winter, Mercedes were touted as the favourites owing to its success with the switch to turbo hybrids in 2014, and the team didn't exactly rubbish those claims when it had the chance beyond the usual platitudes. The W17 in the hands of George Russell and Kimi Antonelli racked up 502 laps of Barcelona across the three days, with the car reliable and fast, providing the perfect start for a team which never quite grasped the ground effect rules. The plan is to already move to set-up work in Bahrain as the team settles nicely into the new era, firmly putting the wilderness years behind it. Compression ratio, anyone? As for Ferrari, and Hamilton in particular, this test was a crucial yardstick for his future. If the noises from Hamilton after the running were downbeat, it would just compound his misery and make an exit even likelier. But the Ferrari looked quick, as evidenced by Hamilton's pace-setting 1:16.348s on the final day, and was reliable. He even spoke of his love that the cars were now oversteery again. A Hamilton with his mojo back is a big plus for F1, and chiefly, Ferrari. The article continues below. Red Bull's sigh of relief The biggest unknown surrounding Red Bull heading into the new season was its power unit, the first-ever in-house design under the Red Bull Powertrains moniker. Ford is bringing technical support but if the DM01 proved to be a dud, Red Bull would be faced with carrying a lump of scrap around for the first part of the season, at least before it could make changes under the FIA's ADUO safety net for PU manufacturers. Fortunately, the only issue for both Red Bull and Racing Bulls came when Isack Hadjar crashed in the wet on Tuesday, with this not being power unit related. The unit is reliable, has pace, and both were able to clock up a total of 622 laps of Barcelona in total - a critical advantage when fellow fresh newcomer Audi only has one team, more on that in the final section. The only question now is, when Red Bull turns it up, will it be enough to live with the Mercedes HPP unit? The article continues below. Aston Martin is here to play Did you expect anything less from Adrian Newey than an extreme design which probably has every other team looking at its car compared to the AMR26, and thinking: 'How did we miss that?' Newey has gone radical and to the very limit of the regulations, and if the AMR26 goes as fast as it looks, then the other teams have a serious problem. The chassis is on point, but the big question mark is the Honda engine. Only a few slow laps were completed on Thursday before Fernando Alonso put the car through its paces on Friday, with the Honda completing the least number of laps of any manufacturer. As the team hits its stride in Bahrain next time out, stretching and pushing the limits of the power unit will be the team's biggest challenge. If it lives up to the billing of the car it is powering, El Plan could finally come together. Audi and Cadillac at the back Of the nine teams that completed proper running in Barcelona, discounting Aston Martin and Williams, it is safe to say that three distinct groups emerged. In group one are Mercedes, Ferrari, McLaren, and Red Bull, whilst Alpine, Haas, and Racing Bulls make up the midfield order. That leaves Audi and Cadillac, perhaps predictably at the back, in the loosest sense of the word. Audi completed 240 laps and Cadillac 164 as both teams encountered gremlins, of varying degrees, and roughly inverse of each other. For Audi, coming in with its own in-house power unit, it has had to learn the established tricks of running a PU in F1 for the first time, whilst the trackside operations have been smooth given it took over Sauber. For Cadillac, it is learning trackside operations and how to fix things which go wrong whilst having a strong Ferrari engine. Both were multiple seconds off the pace, but at this very early stage, the race for the so-called wooden spoon is still nowhere close to starting for real.

racingnews365.com·Jan 30

Red Bull F1 engine surprise as Audi experience early problems

Early data from pre-season testing has delivered an unexpected twist in the battle between Formula 1's newest power unit manufacturers. Whilst these findings remain preliminary and subject to change across the remaining test sessions, the initial comparison between Audi and Red Bull Powertrains (RBPT) has defied expectations in several key areas. Many observers anticipated RBPT, developed in partnership with Ford, would encounter the most significant challenges during these crucial test runs. That prediction has proved wide of the mark. Instead, it is Audi facing the steeper learning curve, grappling with more teething troubles than their newly-established counterpart. The irony is striking: a manufacturer entering F1 for the first time experiencing greater uncertainty than RBPT, despite the latter being an entirely fresh technical operation assembled over just two years. The 50/50 power unit split challenge Both manufacturers face the monumental task of mastering the sport's revolutionary power architecture. The equal split between electrical and internal combustion represents uncharted territory for everyone, with energy recovery, deployment strategies, and active aerodynamics calibration all requiring extensive refinement before Melbourne. What has caught many by surprise is how this challenge has played out differently for each manufacturer. Audi's struggles appear more pronounced than anticipated for a company with extensive electrified motorsport experience. However, the fundamental truth is that F1's hybrid systems bear little resemblance to powertrains used elsewhere, including the World Endurance Championship. RBPT's apparent advantage stems from a crucial factor: personnel expertise. The operation has drawn more extensively from manufacturers already embedded within Formula 1, particularly those with experience installing and homologating Honda-built units. This insider knowledge appears to have smoothed their debut significantly. Still early days These initial findings, whilst intriguing, should not prompt premature judgements about either manufacturer's ultimate competitiveness or reliability prospects. The primary purpose of these closed-door sessions is precisely to identify and resolve system functionality issues, particularly at power unit level. Both Audi and RBPT are following the established playbook for new entrants. Formula 1's position as motorsport's technological pinnacle means surprises are inevitable. The current signs surrounding RBPT's development certainly appear encouraging, though the season ahead will provide the definitive verdict on both manufacturers' preparations.

racingnews365.com·Jan 29

Oscar Piastri confirms McLaren 'working hard' on fix to avoid Friday F1 test no-show

Oscar Piastri has confirmed that McLaren is "working hard" to fix a fuel system issue that triggered an early end to running on Thursday, in order to avoid missing the final day. Piastri was unable to run in the afternoon on Thursday at the Circuit de Barcelona-Catalunya due to the problem, restricting him to just 48 laps in the morning session. It represented a setback for the Australian driver’s preparation ahead of the new F1 season, with both he and the team lacking significant mileage. The Woking-based outfit has only the final day of the test remaining in Barcelona, putting pressure on McLaren to complete an overnight fix to the issue. According to Piastri, despite the limited running, McLaren has already identified areas it can improve, something it hopes to build on during the final day. "It was nice to be back out today, especially in the new car," said Piastri. "There’s a lot of challenges this year up and down the grid, so it was good to get stuck in. "We had a fuel system issue, which cut our day short, but the team’s working hard to get that fixed and back out tomorrow. "These cars are completely different to what we’ve had the last few years. That’s part of what this test is about. We’ve already identified a few things that we can try to improve on the car to make it feel a bit nicer. "We have one more day of running tomorrow. We’ll continue to get used to the car and get a good read on how different things feel. Then we’ll find a good direction to make the car quicker and feel nicer."

racingnews365.com·Jan 28

George Russell writes off 'little-to-nothing' high as Mercedes pound out the miles

George Russell dismissed as "little or nothing" to be read into Mercedes table-topping times on a day when he and Kimi Antonelli delivered another astonishing lap count. Mercedes opened the five-day private test at Barcelona's Circuit de Catalunya with an impressive total of 151 laps between its two drivers. On Wednesday, it improved its tally to 183, with Russell logging 92 and Antonelli 91. In total, across the two days, Mercedes has clocked 334 laps, or 1,555 kilometres, the equivalent of five Spanish Grands Prix. In addition, Antonelli and Russell were comfortably quickest, with the young Italian posting a time of 1:17.362s on the softs, two-tenths of a second faster than Russell. At this early stage, however, they effectively mean nothing. Assessing his second day behind the wheel of the W17, Russell said: "Everything went relatively smoothly from a reliability perspective, so that is good for our overall programme. "This test is all about getting mileage on the car and making sure everything functions as it should. That was the case today as Kimi and myself were able to put a large number of laps in again." Highlighting the conditions he was forced to operate in, however, Russell said: "The track temperature was in the low single-digits this morning, one of the coldest circuits I’ve ever driven on, so there’s little-to-nothing you can read into the times. "The excitement lies ahead once we head to Melbourne and get a sense of where we stack up against our competitors. "For now, we are putting in the hard work and enjoying the process of getting ready for the season ahead. We’ve still got one more day of running we can accomplish, which may be tomorrow, but will depend on the weather. "We’ve got more work we want to do, and we are in a good place to run on Thursday, but we will only do so if we are confident it will be dry." Antonelli highlights 'only real goal' Antonelli, who experienced the worst of the track conditions on Monday, was at least relieved to get a full session of running under his belt. "It was a better day on my side than Monday, where the wet track in the morning limited my running," said Antonelli. "We were able to run a full race distance this afternoon, building our mileage and getting lots of data for the team to work with. "This car is completely new and a big difference from last year, so I’m getting more used to it with every lap we complete. "It's constant learning for me as a driver and the team, too, so accumulating as much mileage as we can is very useful. "We have completed our programme on both days so far. That is the only real goal of this shakedown, and hopefully our third and final day of running goes smoothly. "That may be tomorrow if the weather looks to be dry; whatever the conditions we face either tomorrow or Friday, though, we are focused on adding to our mileage and putting ourselves in the best possible position before we head to Bahrain."

racingnews365.com·Jan 28

Lewis Hamilton 'alarm bells' highlighted ahead of new F1 season

Former F1 driver Karun Chandhok has highlighted “alarm bells” over Lewis Hamilton's race engineer situation ahead of the new season. Ferrari confirmed earlier this month that Riccardo Adami would not serve as Hamilton's race engineer for the upcoming campaign after being paired together for the seven-time champion's debut season with the Italian squad. However, Ferrari is yet to announce who will be the voice in Hamilton's ear this year, meaning Hamilton is not working with his permanent race engineer at the Barcelona shakedown this week. With a full-time figure yet to be named, Chandhok asserted the situation is far from ideal for Hamilton as he looks to enjoy a more positive season with Ferrari this year. “The other thing that’s ringing alarm bells for me is his engineer situation,” Chandhok told Sky F1 . “As far as we understand, Bryan Bozzi who is Charles Leclerc's race engineer, was running the car [on Tuesday], including for Lewis. “That confuses me, if I’m perfectly honest. That relationship between driver and race engineer is so, so important. “Getting the feedback from the driver, in my experience, a good engineer-driver relationship are the unspoken things. When one is complaining about something, the other is able to finish their sentence and say 'we're going to do this'.” The relationship between Hamilton and Adami appeared sub-optimal during the 2025 campaign, with Hamilton sometimes heard voicing his frustration over the communication procedures. Chandhok suggested Ferrari should have used the January period to get Hamilton and his new race engineer gelling together at a TPC (testing of previous car) outing. “They haven’t created a situation where Lewis is building that relationship over the winter,” he said. “I would have loved to see him do simulator days [or] go and get a TPC car and bond with a new race engineer. “You need to integrate that person into the engineering set up of the race team. They have to work in an environment along with the other engineers when the driver is not around. “The public hear the driver-engineer discussion, but that’s just a microcosm of the bigger conversations happening in that engineering office. “To me, I’m slightly confused that as we sit here, we’ve already started testing, that bonding and relationship-building hasn’t started, off the back of a season which was not good.”

racingnews365.com·Jan 26

Mercedes rivals handed stark warning after Kimi Antonelli issues high praise

Kimi Antonelli has handed Mercedes' rivals an early warning after praising the initial performance of the Silver Arrows' power unit. The 19-year-old was the first driver to exit the pit lane at the start of the opening day of the official shakedown test in Barcelona, before handing the W17 over to George Russell. In cold conditions, Antonelli completed 55 laps, the best of which was a 1m 20.700. He very much enjoyed being back behind the wheel and gaining an understanding of F1's new power unit regulations. "Yeah, it was a very interesting morning—very nice to be back in the car, of course," Antonelli told F1TV . "It's a massive learning experience. "We've been trying to tune the power unit and the car. Obviously, this afternoon the car has improved a lot. "It's a constant learning process, so the most important thing is trying to get as much running as possible, in order to tune the power unit and the car in the best way possible." Heading into the new regulations, Mercedes is very much considered the early favourite, given how dominant it was when the turbo-hybrid engines were introduced back in 2014. The opening day in Barcelona painted a very positive picture for the Brackley-based team, with George Russell completing an additional 93 laps in the afternoon. Speaking specifically about the performance of Mercedes' engine, Antonelli praised the Silver Arrows for the job they have done, adding that the car already feels good. "I have to say the team has done a really good job on the power unit side," added Antonelli. "Drivability, which was a big question mark, seems to be good so far. "So obviously, it's early days, and that's why, with the running, we will discover a lot more about the car and the power unit. We'll be able to see where it's lacking and where it's actually good. But so far, the package is feeling good."

racingnews365.com·Jan 26

Barcelona 2026 pre-season test update: F1 awakens from hibernation, surprise with Red Bull shakedown

The first pre-season test of 2026 is officially underway in Barcelona. Although the track is open for five days this week, the teams are allowed three days of running, all of which is behind closed doors as fans and media are excluded. The test is necessary to evaluate the new cars, sporting new power units and associated aerodynamics. Two further three-day tests in Bahrain follow in February. So what do we know about the first day of testing so far? Isack Hadjar gives RB22 the spurs Red Bull immediately completed its first laps with the RB22. The Milton Keynes-based team chose to test day immediately, with, perhaps somewhat surprisingly, Isack Hadjar at the wheel. The Frenchman drove the first installation laps around Barcelona's Circuit de Catalunya. Max Verstappen is looking on for the time being, but will, of course, be given plenty of opportunity to put his new car through its paces. For Red Bull, the test is crucial, especially since it has built its own engine, developed in collaboration with Ford, for the first time. Williams and Aston Martin woes While most of the teams are already in Barcelona or starting their program from Tuesday, that is not the case for Williams and Aston Martin. RacingNews365 has previously reported that Williams is skipping the entire test, related to crash test failures on a new nose box, whilst Aston Martin has opted not to run for now. It is unlikely the Adrian Newey-led team will start its programme until Wednesday. Different program for Ferrari and McLaren In addition to Williams and Aston Martin, Ferrari and McLaren are also running a different program. Ferrari indicated at the launch and shakedown at Fiorano on Friday that it will begin its test week on Tuesday. Lewis Hamilton and Charles Leclerc both conducted a shakedown last week after the car's unveiling, providing them with an early feel. McLaren will appear at the Barcelona circuit on Monday, but only for a short shakedown/filming day, allowing no more than 200km of running, and on special Pirelli tyres for such an event, rather than the regular rubber. F1's defending drivers' and constructors' champions will start its week of testing on Tuesday or Wednesday, dependent on weather conditions - with rain expected on Tuesday - and how the shakedown goes. New teams eager to join Beyond Williams, Aston Martin, Ferrari and McLaren, all the teams were in action on Monday, including Audi and Cadillac. Audi took over Sauber and is appearing as a factory team for the first time in F1, while Cadillac is new to the sport. It was, therefore, a major coup for both teams to be out on track on the first day. Racing Bulls, Mercedes, Haas and Alpine also started the closed test on Monday morning. Kimi Antonelli took a seat behind the wheel of the new Mercedes, widely regarded as the favourite for this year. Mercedes flew out of the starting blocks when the V6 engine was introduced in 2014, going on to dominate the sport for years. Has it again built the best power unit this year? What fans can expect How private is a private week of testing? F1 has promised that it will share some photos and videos during the test. The teams also have permission to take limited videos of the cars in the pit lane and on the track. So here and there, footage will appear. Fans are also reliant on spy shots. Although the Barcelona circuit is secure, some know how to find secret spots and take images of the cars. So no live footage, but certainly some nice pictures.

racingnews365.com·Jan 25

The new F1 dictionary for 2026

With the start of the 2026 season, drivers, teams and fans will have to deal with a completely new vocabulary of buttons, systems and regulations. From "Overtake" to active aerodynamics, from Audi's entry to the compression ratio controversy, the sport is evolving into a new era. Here are the key terms for the coming years. Overtake The well-known DRS system will be replaced by Overtake Mode in 2026. Unlike the opening rear wing, which offered an aerodynamic advantage, Overtake Mode provides additional electrical power. The system can be activated when a driver is within one second of the car ahead, similar to how DRS was allowed to be activated. There is one detection point per circuit. With Overtake Mode, the attacking driver can charge an additional 0.5 megajoules and use it the next lap to attempt an overtake. This means that the attacking driver has both more total energy available and access to full power at higher speeds than the car in front of him. A significant advantage to enable overtaking manoeuvres. Boost In addition to Overtake Mode, drivers will also have a separate Boost Mode at their disposal, a system that operates completely independently of proximity to rivals. Boost is a button on the steering wheel that delivers the maximum combined power from both the combustion engine and the battery, as long as electrical power is available. As opposed to Overtake Mode, drivers can use this system anywhere on the track, both for attack and defence. The strategic element is in the timing. Drivers can decide to deploy the boost all at once for powerful acceleration, or spread the extra energy over several moments in the lap, depending on when they need the extra performance most. This flexibility makes the boost button one of the most versatile tactical tools in the new F1 arsenal. Recharge Drivers can then recharge the battery with Recharge Mode. When the mode is enabled, the battery recharges by the energy released under braking. This creates an intense task in the cockpit. Drivers must constantly switch between power input, aerodynamic modes and energy from the battery. It becomes a constant dialogue between driver and team via the onboard radio. In early simulations, the battery would be depleted so early on a straight that a driver would have to downshift, but that is not expected to happen. However, speed can be reduced on straights. Straight and Corner Mode In addition to changes to the engine, 2026 also marks the end of the ground-effect era that began in 2022. The real revolution, however, is in active aerodynamics. Both the front and rear wings get adjustable flaps that can operate in two different positions, available to all drivers on designated straights. In Straight Mode, the front and rear wings are flatter to reduce drag in predetermined activation zones. This lowers downforce and improves top speed. In Corner Mode, the wings remain in their standard closed position to maintain the higher downforce needed for cornering grip. For wet conditions, there is a partial aero option where the front wing can be in Straight Mode while the rear wing remains in Corner Mode for the needed downforce. The text continues below the image. Compression Ratio While the visible changes draw attention, behind the scenes a technical controversy rages over engine compression ratios. The 2026 regulations limit the geometric compression ratio to 16:1 from 18:1 in 2025. This reduction was implemented to help new engine manufacturers and align with the transition to sustainable fuels. The critical point: compression ratio is measured statically, not while racing. This measurement approach has generated considerable controversy. Namely, Mercedes could still reach 18:1 if used without violating regulations. That could yield three to four tenths on a circuit like Australia. So this term will come up often, as other engine suppliers are not happy with it. Ferrari, Audi and Honda are said to have protested to the FIA. So this topic will no doubt be continued... Audi & Cadillac About Audi, that brand will enter F1 as a factory team in 2026 after taking over from Sauber. The team will operate from Sauber's existing headquarters in Hinwil, Switzerland, while Audi has set up a powertrain production site in Neuberg, Germany. Nico Hülkenberg and Gabriel Bortoleto form the driver duo, with Jonathan Wheatley as team principal. Cadillac forms the other, all-new eleventh team. The Cadillac Formula 1 Team, backed by General Motors and TWG Motorsports, received final approval in March 2025 and becomes the first new team since Haas in 2016. The team is led by Graeme Lowdon as team boss and will initially use Ferrari engines while General Motors builds an engine for 2029. Valtteri Bottas and Sergio Pérez should help Cadillac advance with their experience. Red Bull Powertrains Red Bull Racing is also taking a huge step forward with Red Bull Powertrains, its own power unit to be used from 2026. Red Bull Powertrains is developing a V6 turbo hybrid powertrain in collaboration with Ford. This is a huge project, with about 700 people contributing to it in Milton Keynes. The question is how competitive Red Bull and sister team Racing Bulls will be, though. They have never driven its own engines before. Max Verstappen and Isack Hadjar should help the team in its biggest challenge to date in the coming years. Arvid Lindblad In the midst of all this technical complexity, there is one driver who is experiencing it all for the first time: Arvid Lindblad, the only rookie on the 2026 grid. The 18-year-old British driver drives for Racing Bulls alongside Liam Lawson. Lindblad earned his seat after just one season in Formula 2, where he finished sixth in the championship with three race wins. His path to F1 was accelerated by two appearances for Red Bull in 2025 at Silverstone and in Mexico City, where he impressed the team management enough to secure his Racing Bulls seat. Early competitiveness will be challenging, especially since the 2026 season features completely new technical regulations and engines that even experienced drivers will have to get used to. Spanish Grand Prix And as if all these technical changes were not enough, the 2026 Spanish Grand Prix will be held at the Madring for the first time. This is a street circuit near Madrid, near the IFEMA Exhibition Centre. The circuit covers 5.47 kilometres with 22 corners, including a remarkably long sloping corner, the longest sloping corner on the F1 calendar. The Spanish Grand Prix will take place on Sept. 13 and is the sixteenth round of the season. The European season will officially conclude at the Madring.

racingnews365.com·Jan 24

Sergio Perez opens up on 'very hard' personal F1 difficulty

Sergio Pérez has opened up about the "very hard" personal difficulty that comes with the fame of being a Formula 1 driver, particularly as the only current driver on the grid from Mexico. Pérez’s first full-time campaign in F1 came with Sauber in 2011, before he went on to race for McLaren, Force India/Racing Point and, most recently, Red Bull. His F1 career was close to ending after he was not retained by Racing Point, but it was saved when Red Bull offered the 35-year-old a contract. Pérez completed four seasons with the Milton Keynes-based outfit before the two parties mutually parted ways at the end of 2024, leading to a one-year sabbatical. However, the Mexican hero is back for 2026 with new American F1 team Cadillac. His return to F1 is significant for Mexico, with Pérez being one of the most followed drivers on the grid. While he recognises that he inspires many people, Pérez — who has a young family — has revealed that he struggles with the fame that comes with being an F1 driver, believing he was not born for the spotlight. Addressing life as Perez the F1 driver and Perez the family man, the Cadillac driver told the Cracks podcast: "I think I like to separate things. I like to keep my worlds separate; I don’t like mixing them much. "I think I’ve done that since I was very young, and in the end, when you’re such a well-known character, you automatically close yourself off, no matter how much you want more relationships or more friends. Your world automatically shrinks a lot. "So when I’m with my friends, I already have my friends, and it’s hard to make new friendships in that sense because there are so many people around you that you always feel — I feel — very overwhelmed. I’m very private. Fame is very hard for me. You wouldn’t imagine it, but it’s hard for me. I’m a person who wasn’t born to be famous. "I think there are people and personalities that are made for fame. For example, my dad is a person born for fame, and he always seeks it and always wants attention, right? And I’m the complete opposite. It’s something that’s always been very hard for me. "So fame has always been difficult, and I think that’s why I’ve always separated it and know that this is a very important moment in my life — a moment where I inspire a lot of people. But it will pass, right? And tomorrow, I hope to be less known in the world and have a calmer life."

motorsport.com

Introducing F1's new rookies: Doohan has no choice but to be unruffled by Colapinto Alpine speculation

A home Formula 1 race is both blessing and curse for any driver – no matter what PR guff they spout about finding extra performance on familiar circuits. But for Alpine driver Jack Doohan, there is slightly more going in Melbourne this weekend. First up, he’s the final driver in our rookie series to technically not fulfil that criteria – given his outing in last year’s Abu Dhabi Grand ...Keep reading