Work likely inspired by the huge number of upgrades Ferrari introduced during the first half of the 2026 season. Inspiration in terms of both the quality and quantity of the upgrades: factors that are especially important at the dawn of a new regulatory era, which has sparked a huge development war in the first half of the 2026 season, with Ferrari and Red Bull impressing through the volume of new parts they have managed to bring out of the factory.

Development race

This development race should continue after the summer break before easing off as teams begin shifting their focus to 2027. Ferrari and McLaren will be among those teams, having meanwhile managed to take some wins away from Mercedes, which had dominated without rival at the start of the season. Both teams appear to still have more in reserve, with the British team set to bring a new package for the Dutch Grand Prix.

Mercedes, for its part, is also expected to introduce further upgrades after bringing fewer new parts so far than its rivals. Mercedes, like McLaren, has singled out Ferrari as the team that has impressed most through the quantity and quality of its development work, prompting the Woking squad to examine its own processes in an effort to match Maranello's design and production pace.

Under the microscope

"I think we have done a good job of bringing upgrades that have added performance," McLaren engineering technical director Neil Houldey told Motorsport.com. "When you look around at the competitors, there are teams like Ferrari that have done a fantastic job of bringing developments. I think they have brought forward the use of what they have available. In terms of volume, Ferrari seem to have managed to do a lot, and it is something we need to look at and understand from both an aerodynamic development and manufacturing perspective."

"The way they have delivered these things so quickly is an inspiration. As with anything in F1, if you are not progressing and finding ways to do things faster and more effectively, then you are going backwards. It has been a good lesson for us to see what others are capable of. We expect to bring components to the next races, and we expect to do so later in the year as well. We certainly will not stop 2026 development because it will all carry over. We are very keen to keep developing the car for as long as possible."

A fallen prince

George Russell (6-) ends this first part of the season on a negative note. Expectations were very different, given that everyone, including the Briton, believed that all it took to become the best was the fastest car. However, Antonelli shattered that dream, as did the W17, a car with which George has always had an inconsistent feel. Some of the blame certainly also lies with the #63.

Bad luck and reliability issues have compounded matters: mathematically, he is still in contention for the title, but his chances of overturning the expected outcome are very slim indeed.

Watching... their team-mates

Oscar Piastri (6-) has also suffered in comparison with Lando Norris: 2026 has not seen McLaren shine, but neither has the Australian done much to change that. Aside from a few isolated results, Norris is making the difference in a team that appears increasingly restrictive for the #81, who many believe is looking for new challenges. Budapest, beyond the breakdown of his car, provided a major jolt, with the MCL40 coming back to life: from Zandvoort onwards, will we see the Papaya duo fighting for victory again?

It has also been a rollercoaster for Colapinto and Hulkenberg (6), who have shone less brightly than Gasly and Bortoleto but have nevertheless managed to spark into life during the season. When racing resumes, the aim is to return to form and consistently target far more competitive results.

A challenge won without too much effort

Ollie Bearman (5.5) is close to a pass mark, having brought Haas their first points of the season: if, at the start, he seemed a threat alongside Gasly, he is now at the mercy of the difficulties of his VF-26, which has fallen well short of expectations and is far from the points positions. The talent is there, but without the car there is no room to shine. Pending further evidence, it is better to defer judgement until the end of the season.

Ollie Bearman and Esteban Ocon together in the paddock

The same cannot be said for Esteban Ocon (3), who has failed across the board and is probably heading for the exit. His Formula 1 future hangs by a thread, and we doubt he can turn things around in the second half of the season.

From great beauty... to the darkest failure

Williams are certainly the team that have disappointed the most. Carlos Sainz and Alex Albon (3) are enduring the most difficult season of their careers, especially the Spaniard, who has been unrecognisable on track and all too often behaved over the top. The #55's despair is so great that it has driven him to seek other paths which, at the moment, appear out of reach.

The pair in action

Only time will tell what the future holds for them. At Grove, it is no longer time to lick their wounds, but to restore performance levels and aim for a more respectable end to the season and a far brighter 2027.

Never live on dreams

Finally, we come to Fernando Alonso and Lance Stroll (2): in 2025 they were making grand statements and even nurturing title dreams, but the blow was more than apparent from pre-season testing. The AMR26 was born with far too many shortcomings and weaknesses, with Adrian Newey left to his own devices in search of an identity that has been spectacularly lost. Building the second version of this car was not easy, yet small signs of improvement emerged in Budapest. We can only wait to see what the second half of the championship has in store and whether it can lift them back up.

Last but not least, Perez and Bottas (3): their return has not been brilliant, especially for the Finn, who has been far too subdued compared with the Mexican, who is aiming to remain on the grid and is monitoring the driver market. Cadillac had long been aware that it was entering a world as fast-paced as it is chaotic, but the adaptation period is now over. The work must urgently be translated into tangible results.

The countdown is shrinking: Zandvoort is just around the corner, what will it bring?

Unfortunately, good intentions end up colliding with interests, and that is where the problems arise. Formula 1, in its own way, is doing everything it can to please everyone and choose the best path for the future. It is easy to criticise at times, but the stakeholders pulling the strings within the sport must also be taken into account.

F1 is not just a sport

Because F1 is not merely a sport. It includes car manufacturers that want to compete in the championship while developing solutions that can help them remain competitive in the production car market. Alongside them come the constant regulatory changes in countries regarding sustainability. Then there are the fans, the public, who for the most part simply want to watch spectacular racing without having to take an interest in the entire technological process and the work carried out by the FIA and FOM behind the scenes.

To many, this introduction may sound like rhetoric: a way of shielding F1 and protecting it from the many criticisms levelled at the 2026 regulations. There is, however, a reason behind these repeated changes of direction: the transition from turbo engines to naturally aspirated engines, then to power units and finally to power units with a dominant electric component seemed fairly obvious.

Now, however, with governments having failed to push sufficiently for electrification from 2010 to today, to the point that it now appears to be the wrong path as well, car manufacturers are being forced to reassess their plans. And consequently, so is F1.

A step back to move forward

This is where the step back mooted by Domenicali, and embraced by the FIA and manufacturers, comes from. Although the 2026 rules have not worked fully from an energy-management perspective, the introduction of sustainable fuels has demonstrated the potential of these fuels, leading to the conclusion that it may even be possible to take one or two steps back.

As early as 2027, we will see a reduction in the contribution from the electric motor and, perhaps, in the next regulatory era we could see a genuine change of direction. We would still have power units, but with a dominant internal-combustion engine, almost as in the past.

Some will see this decision as the result of the complaints heard in 2026, but that is not the case. If the future were certainly electric, once the problems had been acknowledged, the teams would have focused on development, as has happened in the past, and in a short time they would have produced powerful, reliable power units capable of delivering a spectacle for fans on a par with previous generations.

The reversal is dictated by something else: a changing world that, unfortunately, has not yet worked out which direction to take.

The positive aspect, from Formula 1's perspective, is that if the required contribution from electric power is reduced, the cars can be lighter (through weight savings) and more 'slimline' (you can read here the latest statement from one of the FIA's technical directors, Nikolas Tombazis). Factors that will certainly help make the racing more spectacular.

The departure from electric power, at least for Formula 1, could be close.

Photo: Fabiovegetti.it

First up can only be the championship leader

Since Melbourne, Kimi Antonelli (10) has put together a truly extraordinary first half of the season: only his retirement in Barcelona and the issues encountered at Silverstone interrupted an impressive points-scoring run for the Bologna-born driver, who is comfortably winning the intra-team battle against George Russell.

Andrea Kimi Antonelli 

His symbiosis with the W17 is unique and has allowed him to produce exceptional performances. Of course, having the most coveted car on the grid may seem like the classic “easy win”, but in his second season in the top class, Antonelli has far exceeded expectations. He is the new face of modern motorsport, and Italy can finally dream again.

The Sir's revival

We left him in 2025 looking lost and troubled: in 2026, Lewis Hamilton (9) is back. There has been a clear change of pace from last season for the #44, who has even fulfilled one of his greatest dreams: winning at the wheel of the Rossa. Added to that is his uninterrupted points-scoring streak: no retirements for the Sir, who heads into the break as the most consistent driver on the grid and Antonelli's closest challenger in the championship.

Champions reveal themselves over time

More was certainly expected from McLaren: the MCL40 was not a match for its rivals until Budapest, where Lando Norris (8) managed to return to the top step of the podium. However, Lando had already built up good momentum at the previous rounds: the internal comparison with Oscar Piastri speaks for itself. Aside from reliability issues, the Briton has been more competitive than his team-mate at most of the rounds so far. A sign of growth, which once again shows us that champions reveal themselves over time, especially when their achievements are far from the front. 

Inconsistent but present

We now come to Charles Leclerc (8) and Max Verstappen (7.5) . While the Monegasque can be pleased with three podiums and one victory, despite the difficult period he has had to face due to an inconsistent feeling with his SF-26, the Dutchman has been in a constant battle with his RB22.

Max's anger has returned due to Red Bull's poor performance, with the team clearly struggling against its rivals. The loss of harmony within the team has brought disagreements and tensions to Milton Keynes, with the future of the #3 hanging by a thread. Nevertheless, SuperMax has claimed no fewer than four podiums: a warrior fighting his toughest battle. 

The pleasant surprises

Finally, we turn to those who have unexpectedly exceeded expectations. We start with Isack Hadjar (7), who in his first season at Red Bull has broken the second-seat curse, delivering solid performances that have often been close to Verstappen's. A contract renewal is just around the corner, and nobody can argue with it: a more than deserved promotion.

We move on to the Racing Bulls pairing, with rookie Arvid Lindblad and the ever-reliable Liam Lawson (8), who, after a difficult start, have gone into the break as the fifth-best team on the grid. The joy in Faenza is uncontainable: a great team effort that must continue in order to maintain this result through to the chequered flag at the end of the season. Lindblad and Lawson are a more than productive pairing: a real gem in the midfield. 

Last but not least, Pierre Gasly (7) and Gabriel Bortoleto (7): Alpine started strongly before fading away; from Zandvoort, it will be tasked with reclaiming the fifth place currently occupied by Racing Bulls. Can it do so? In the meantime, we cannot help but give Gasly a good mark, as he once again proves himself to be the team's leader. 

The Brazilian driver, meanwhile, has brought Audi its first points of the season: a small but significant achievement in a season in which the German marque is required to settle in and work hard to ensure a brighter future for its driver pairing. Bortoleto therefore continues to reaffirm his talent as we wait to discover how he will finish the season. 
 

But not everyone is smiling: there are those on the grid who have disappointed expectations and those who have left a big question mark hanging over them. Join us tomorrow for the second part, where we will focus on the failures and those still awaiting judgement from this first part of the season. 

Cover photo and internal photo no. 2 by: Luca Martini / WHYOUT Media

During the interview he gave us, we asked him how he was experiencing this period while waiting for an opportunity in Formula 1. In other words, whether Japanese Super Formula can help him stay sharp and properly prepared for the pinnacle of motorsport, or whether he believes there are other categories, such as WEC and Formula E, in which a driver can continue to develop after leaving Formula 2.

No other category prepares drivers better than Formula 2

Luke Browning did not beat around the bush. There is no category that can offer a driver more than F2. F2 cannot be beaten. Once a young driver leaves the feeder category, if they cannot find a place in Formula 1, the other categories become something of a fallback.

Obviously, racing is always better than sitting still and training only in the gym while waiting for a chance. According to Browning, Formula 2 is the best training ground. Neither Formula E, WEC nor DTM can keep up (read his thoughts here).

It is a shame, however, that in most cases promising drivers such as Browning, Fornaroli, Vandoorne, Valsecchi, Wehrlein and many others before them have had to switch to other FIA series, or wait, before finding a place in Formula 1. And, when you think about it, some of them never made it, despite their excellent results.

Cover photo: X, Formula2; internal photo: X, Formula 2;

Comparison with the past

Between 2016 and 2018, the Maranello team was pursuing a project that appeared capable of challenging Mercedes, but the mistake made with the power unit in 2019 then deprived the Prancing Horse of any opportunity.

At that point, the team had no choice but to wait until 2022 for another chance. The car immediately showed potential, but the departure of Mattia Binotto and the subsequent arrival of Frédéric Vasseur effectively led the Scuderia to take a year-long sabbatical.

Ferrari’s biggest opportunity came in 2024. Not so much in terms of the drivers’ championship, but in the fight for the constructors’ title. Unfortunately, the development mistake made at Barcelona, that year compromised all the work, allowing McLaren to make a major comeback and subsequently triumph in the constructors’ championship, which also set it on course for a repeat in 2025 and the drivers’ title with Lando Norris.

A good foundation, but problems to solve

The SF-26 is certainly the best car Ferrari has built in recent years. Given the huge potential of Mercedes (it is the W17 that is damn strong, yet the Scuderia is still able to hold its own against it), the car has so far delivered performance for Hamilton and Leclerc at almost every track on the calendar. The only shortcomings so far have been Austria and Hungary, mainly because of the intense heat (read here).

Understanding the Pirelli tyres is a deficit the team must address, and if it can make equal progress on both the tyre and engine fronts, it could close the gap to Mercedes and fight for the drivers’ title in the coming seasons.

As we have said too many times already, the 2026 constructors’ championship could be an achievable target for Ferrari. However, just as in 2024, success will depend more on the mistakes its rivals may make than on the work the Maranello team can do.

Photo: Ferrari

It is only logical that the young Briton feels some resentment. For a driver, losing is part of the game, but there are ways of winning and losing. Losing out to a garage-mate is commonplace, but doing so by a wide margin like the one currently separating Russell and Antonelli could be enough to remove George from the list of drivers most sought after by F1 teams.

Russell, a driver seemingly searching for excuses

Russell felt very comfortable after beating seven-time world champion Lewis Hamilton, in his early years in Formula One, but perhaps he underestimated what would happen under the 2026 regulations.

Having beaten Kimi only four times in 11 Grands Prix, George now simply appears to be looking for excuses. After the Hungarian Grand Prix, Russell said: “What I could control went well,” as if he had done everything he could, while what did not work depended on the team.

This attitude does not help. Russell needs to regain confidence in himself and the team, and grow. Blaming Mercedes for everything happening around him will not solve his problems. He needs to understand how Kimi is so quick and try to emulate him. Continuing to bury his head in the sand will not guarantee him a long stay in F1.

Photo: Mercedes

There is nothing unusual about this. Scuderia Ferrari has adopted an original solution, having chosen to position this duct by the rear-end load-bearing structure (just above the large oval LED light located at the centre of the car, at the rear of the gearbox area; see photo).

In the detail below (see photo), the Ferrari SF-26 can be seen stationary in the pits with two ducts used to extract gases during an engine ignition test. The main duct is highlighted in red, the secondary one in yellow.

What the regulations say

Under the regulations, manufacturers must comply with two requirements: first, route the exhaust gases from the wastegate valve through a separate duct from the turbine’s main outlet; second, position it so that the other duct faces rearwards and is 10 mm away from the main one (as the crow flies). This requirement is intended to accentuate the sound produced by the internal combustion engine.

Having again seen a great deal of smoke during the Belgian GP (this occurs when the driver is running at low engine revs or during start practice), we decided to get a little closer to the car in Hungary . On that occasion, we discovered a third duct, smaller in size (blue circle in the photo).

As it is made of plastic, it was clear that it was not intended for exhaust gases. So what could it be for? Before answering that, here is another clue to build the suspense. This outlet is not always fitted to the car. The small plastic pipe can only be seen in certain situations.

Ferrari fits between two and three rear-end outlet ducts

So what could its purpose be? If you thought of condensation that can form beneath the engine cover, we can confirm that you were right. The pink pipe (blue arrow in the photo below) therefore appears only at Grands Prix where Ferrari opts to use a particularly closed engine cover. Without significant air circulation, the air temperature beneath the engine cover skin is very high.

When this comes into contact with the bodywork, which is at a lower temperature than the internal compartment because it is exposed to the outside environment, it creates a temperature difference that contributes to the formation of water.

Hence the need to expel the condensation outside. Having water able to move freely beneath the engine cover skin is certainly not one of the scenarios an engineer would seek in an F1 car.

Cover photo: X, Ferrari; Internal photos: X, Ferrari.

In our view, the problem is simple, yet at the same time very complex. In every race where track temperatures exceed 45°C and Ferrari has to rely heavily on the C3, both Hamilton and Leclerc struggle badly.

The evidence is as follows. Let us take four Grands Prix from the 2026 season. The two in which Ferrari won and the other two, where the SF-26 showed clear difficulties.

Barcelona GP: P1 Hamilton - DNF Leclerc

During the Barcelona weekend, Lewis Hamilton secured his first victory at the wheel of a Ferrari. An important result, greeted with great enthusiasm by everyone. Temperatures reached 52°C during the weekend, and Lewis Hamilton chose to use the C3s in one of his stints. Fortunately, he used them only briefly, for a single stint of barely 14 laps. Nothing, considering he completed 11 laps on the Soft tyres in the opening stint. On that occasion, the strategy was built around the C2s, the most suitable compound in those temperatures.

British GP: P1 Leclerc - P3 Hamilton

A dream GP for Ferrari with both cars on the podium. Silverstone is a fairly demanding circuit for tyres, but on this occasion, despite track temperatures of 41°C, Pirelli had made the C1 available as the Hard, the C2 as the Medium and the C3 as the Soft. Leclerc and Hamilton relied heavily on the Hard and Medium tyres. The use of the C3s at the end was solely dictated by the Safety Car (C3 use: only 4.5 laps).

Austrian GP: P5 Hamilton - P8 Leclerc

Now let us move on to the critical events. At the Red Bull Ring, temperatures reached 49° C, while Pirelli had nominated the C3 as the Hard. Inevitably, Ferrari found itself relying heavily on this compound, choosing to use it for two of the three stints with both drivers. Something that put the team in great difficulty. 

Hungarian GP: P4 Leclerc - P5 Hamilton

Once again, there were 52°C track temperatures, with Ferrari using the C3 Hard tyre in two of the final four stints with both drivers. Two stints, those on the white-walled C3s, in which it struggled enormously to keep pace with its rivals.

Our theory

All this is to say that, in our view, Ferrari struggles enormously to race on the C3s. Not in normal conditions, obviously. Ferrari struggles to race on the C3s whenever they are the Hard compound and track temperatures are also very high.

We have been saying for a long time that Ferrari has a problem, and ignoring it will not help. As the middle compound in the Pirelli range, the C3 is nominated at virtually every F1 circuit. Ferrari therefore cannot ignore it.

When temperatures are very high and teams find themselves racing with the C1, C2 and C3, or the C2, C3 and C4, as happened in the two Grands Prix won by the Italian team, drivers can simply avoid that compound and still target a good result.

The situation becomes more complicated in races with high temperatures where the C3 is designated as the Hard. In that case, to extend stints as the other teams do, Ferrari tries to emulate them without success.

None of this is good enough. Ferrari must find a way to get the best out of the C3 tyres even in extreme heat and with not overly high lateral loads.

For obvious reasons, the Maranello team's strategy cannot be to disregard the C3 in circumstances similar to the Austrian or Hungarian GP. Doing so would probably cost it an additional pit stop compared with its rivals. The team must solve the problem if it wants to become a fully fledged main rival to Mercedes.

Photo: Pirelli

In recent months, rumours of contacts with Mercedes have become more persistent, but McLaren and Aston Martin have since entered the picture. Among the various contenders, Zak Brown could emerge as the winner, having not denied his interest in the champion: the Silverstone-based “green machine”, in fact, would be out of the running due to its lack of performance, despite being ready to offer a staggering salary, while Toto Wolff would reportedly be unwilling to open his wallet, especially now that Kimi Antonelli is emerging.

McLaren's advantage

What McLaren could offer Verstappen would not be a radically more competitive single-seater, but rather an empire in the racing world, spanning IndyCar, GT and now WEC. The driver would naturally have the freedom to compete in different categories, exploring new horizons which, by his own account, appeal to him more than Formula 1 at present. And, naturally, the British brand would have everything to gain from his image. For now, there is no news or indication of negotiations, but the Formula 1 driver market is known to move after the summer break. Perhaps nothing will happen and the Dutchman will see out his contract in 2028 as planned, or there could be another storm in the paddock. 

How adaptive algorithms work over a lap

Rather than relying exclusively on pre-event simulations carried out at the factory, the power unit processes data from previous laps in real time.

• Predictive lap analysis ("Forward-Thinking"): The algorithm analyses speed at individual points around the circuit, engine load and recovered energy to project the optimal deployment strategy for the following lap.
• Dynamic mid-lap recalculation: If an unexpected deviation occurs during the lap (for example because of traffic, a gust of wind or tyre overheating), the algorithm instantly alters delivery for the remainder of the track.
• Compensation for environmental variables: A strong headwind on a straight artificially extends the effective length of that straight. The computer detects this and adjusts the megajoules of electrical energy deployed to avoid completely draining the battery before the end of the acceleration zone.

The driver still has control over the power unit

Some variables are still managed by the driver. If they lift off the throttle too late at a specific point, or open the throttle beyond around 60% too early on corner exit, the energy balance changes. The algorithm records this and adapts its strategy for the rest of the lap. This is precisely why Lando Norris said at the start of the season that drivers can no longer make the difference through bravery, but only through the metronomic precision demanded by the power unit. George Russell arrived at Spa having revised his driving style, following indications from Mercedes that his inputs could contribute to the deficit on the straights. The deficit nevertheless appeared in Belgium. The reason is that the second part of the equation is completely beyond the capabilities of anyone in the cockpit. Stella identified two key external factors: track grip and wind. A stronger headwind makes the algorithm "think" the straight is longer than it actually is, because the car loses speed before reaching its end, and the system adjusts energy delivery to suit this incorrect reading. The result is a drop in power precisely where the driver needs maximum boost. Unpredictable electrical energy delivery affects drivers in two distinct ways. The first is a direct loss of time on the straights. The second is more subtle, but equally damaging. If the power unit recovers more energy than usual near a braking zone, the car is travelling several km/h slower at the point where the driver starts braking, and the braking marker has to move. If the driver does not know that additional energy recovery is about to arrive, they brake too late. Or, if they expect significant energy recovery that then does not arrive, they brake too early and lose time.

Nikolas Tombazis' view

The FIA's single-seater director, Nikolas Tombazis, said he understood the drivers' frustration over the influence of the self-learning software element in the 2026 power units: "I believe their observations are a consequence of the fact that energy is limited and therefore the best way to manage it becomes of paramount importance. And then the various strategies that need to be put in place to do so are linked to this.". From a logical standpoint, such software intervention runs counter to one of the pillars of the sporting regulations, which states that every driver must drive the Formula 1 car alone and without any assistance. However, the Greek engineer believes that the software management of power units entrusted to self-learning algorithms is necessary, as managing energy distribution cannot be left entirely in the hands of the drivers. Because of the complexity of current power units, Tombazis believes it is extremely difficult for a human being to determine the optimum deployment strategy: "So I don't think human beings can rationally control all these parameters."

Updated F1 drivers' and constructors' standings

For months, discussion focused on a possible breach of Article C5.4.3 of the regulations, essentially accusing the Stuttgart manufacturer of being able, under certain conditions, to increase its compression ratio to 18:1 rather than the 16:1 required by the rules.
This increase would essentially translate into a significant advantage in thermal power, through the interpretation of a regulatory grey area.

The rule change

Whether this accusation was actually well founded remains a mystery.
Many said the trick lay in an unspecified, yet controlled and strategic, thermal expansion of certain components.
There were many theories, some of which could easily be disproved with a few simple arguments.

What is certain is that, on 23/02/2026, shortly before the start of the World Championship, the FIA published an amendment to the technical regulations which, regarding the above article, clarified the following:
“No cylinder, as specified in C5.4.3, of the Engine may have a geometric compression ratio higher than 16.0, measured under the following conditions:
Until 31 May 2026: when the Engine is at ambient temperature
From 1 June 2026 to 31 December 2026: when the Engine is at ambient temperature and when the Engine is at 130°C.
 

Any component, assembly, mechanism or integrated arrangement of components designed or operating to increase the compression ratio above 16.0 in operating conditions is prohibited.”

From the Monaco Grand Prix onwards, checks have therefore been carried out on the cylinders of the internal-combustion units of all power unit manufacturers, to ensure that every power unit complies with the prescribed compression ratio.

It is very difficult to establish how the Federation intends to carry out these measurements, because defining the procedure used to assess compliance with the regulations is left to each power unit manufacturer, provided that the instructions contained in FIA-F1-DOC-042 are followed, a document which is unfortunately not publicly available.
That procedure must be approved by the FIA Technical Department and included in the manufacturer’s homologation dossier.

What is the impact of the FIA’s countermeasure?

What is the impact of a measurement at 130°C, namely with a temperature delta of around 100°C compared with ambient conditions?
Given the materials involved, which are tightly regulated, it must be borne in mind that a temperature increase of the scale imposed causes volumetric expansion of the elements that would alter the combustion chamber by less than 1% in volume.
It is not easy to say whether this change is positive or negative, because it depends heavily on the specific interaction between several simultaneous expansions, which only the individual manufacturers know.

What is certain is that it is not of a magnitude that proves the compression ratio could reach as much as 18:1, and it is negligible compared with what would be sought.
A compression ratio significantly higher than 16:1 must necessarily stem from a different device than thermal expansion alone, and the regulations, in last February’s revision, also banned mechanical systems of every kind.

We do know, however, that the strength of the Stuttgart power unit lies not only in the combustion side but also, and above all, in highly effective energy recovery, the perfect integration of all systems and software.
We also know that the three-pointed-star manufacturer’s internal-combustion unit is not even the best of the field, according to FIA measurements. 
Whether these restrictions on the combustion side have harmed Mercedes remains to be proven; indeed, the track appears to say precisely the opposite.

What happened? Why is nobody talking about Mercedes’ compression-ratio trick any more? Why is it not even said that Mercedes had to abandon it after the checks were introduced?

In a first scenario, the manufacturer that exploited the compression-ratio grey area brought itself back into compliance with the regulations. Case closed, along with all the controversy. Too simple for a summer mystery, especially because, if that were the case, something should have leaked out.

There is, however, a more plausible and more intriguing second scenario.
Mercedes claimed the use of the grey area, while pointing out that any ban on its power unit would have meant putting no fewer than four teams out of contention: practically half the grid. 

The Federation, at that point, under pressure from the other manufacturers’ demands and caught between two fires, may have opted for a political solution: adding the aforementioned checks, about which very little is known and whose effectiveness remains to be proven.
In this way, all parties may have been satisfied without harming anyone.

With one simple move, the case that shook the start of the current season thus disappeared without leaving any trace, and was forgotten to everyone’s satisfaction.

Internal photo X: Mateusz Mróz

Power Unit Information: these are the documents published by the FIA throughout the 2026 season that set out all the management parameters for the new electrical component at each Grand Prix, beyond the general 350 kW limit of the MGU-K. For every circuit, the Federation establishes a specific energy architecture, determining the maximum amount of recoverable energy, the power delivery curves according to speed and the areas in which alternative configurations are applied.

These documents, which are made available to the teams well before their public release, therefore define the electrical power parameters that can be used in significantly different ways from one circuit to another.

Energy recovery limits for each Grand Prix

First of all, the energy recovery limit is established. This parameter has become crucial following the widespread criticism of this generation of Formula 1 cars, which have been forced to recover energy on full-throttle sections because of the much-discussed phenomenon known as super clipping. A lower limit generally reduces the clipping problem, but it also reduces the electrical energy available to the drivers over a lap. It is a compromise designed to protect the spectacle, although it comes at the expense of lap time. Overall, the drivers would have recorded faster times despite the straight-line clipping, but nobody appreciated the sudden loss of power.

The energy recovery limit is certainly related to the length of the circuit, but several other parameters also come into play. Monaco, China and Hungary allow the maximum of 9.0 MJ per lap in qualifying, while Canada and Austria are limited to 6.0 MJ. Despite Spa being 7,004 metres long, it allows 7.0 MJ over a qualifying lap.

The value must therefore be considered alongside the distribution of braking zones, average speed, the duration of full-throttle sections and the actual opportunities to recover energy without making excessive use of clipping.

Base curves: Standard and Overtake

We can now examine how the use of energy is regulated, both in standard conditions and when drivers are using Overtake mode, which is available when they are less than one second behind the car ahead. At almost every circuit, the Base-Standard curve keeps the usable MGU-K power at around 350 kW up to approximately 290 km/h. Above that speed, electrical power is progressively reduced: the FIA graph shows it falling to around 100 kW near 340 km/h before reaching zero shortly afterwards.

Overtake mode radically changes this phase. The full 350 kW is maintained up to approximately 340 km/h, with a much later reduction bringing the power down towards zero at around 355 km/h. The main advantage of Overtake mode is therefore the ability to extend maximum electrical assistance at higher speeds.

This explains why the system is particularly valuable on long straights. While Standard mode has already begun to reduce the electrical contribution, Overtake mode can continue to provide almost all the available MGU-K power, provided the drivers still have enough energy available, potentially saved in other sections of the lap by not using boost mode.

Alt 1 mode

From Miami onwards, in an attempt to address the problems surrounding the spectacle, particularly in qualifying, the FIA has also introduced the Alt 1 configuration at several circuits. This is represented by a virtually constant limit of around 250 kW, significantly lower than the 350 kW permitted by the Base curves. Its purpose is to limit electrical deployment in specific sections of the lap, preserving energy for areas in which performance or overtaking is more important. The FIA precisely defines the sectors in which the alternative curve must be applied.

The combination of these limits affects the Power Limited Distance, a summary parameter that identifies the distance of the lap over which the power unit operates in power-limited conditions, meaning that MGU-K power is progressively reduced according to speed and the curves defined by the FIA. In practical terms, the longer the Power Limited Distance, the greater the proportion of the circuit over which the electrical system can no longer deliver the maximum 350 kW and must gradually reduce its contribution.

Monaco is the only document in this group to feature Rev 1-Standard and Rev 1-Overtake curves. The technical reason can be seen directly in the graph: the characteristic speeds of the circuit are too low for the normal Base curves to be genuinely selective.

Power reduction begins at around 200 km/h. In Standard mode, the MGU-K output progressively decreases until reaching zero at around 300 km/h, while in Overtake mode it retains more power and reaches zero just above 300 km/h.

Monaco also has no Alt 1 sectors. Energy management is primarily controlled through this specific curve and through the windows in which exceptions to the power reduction are permitted.

Hungary: plenty of energy, but its use is heavily regulated by the FIA

We now come to the next Grand Prix. For Budapest, the FIA allows 8.5 MJ of recoverable energy in the race without Overtake, 9.0 MJ with Overtake and 9.0 MJ in both qualifying and free practice. The regulatory energy recovery limit is therefore set at the maximum level seen during the opening 11 Grands Prix.

The most significant figure, however, is the Power Limited Distance of 1,885 metres. Among the races considered, this is the second-shortest PLD, behind only Monaco’s 1,388 metres. Relative to the length of the circuit, it corresponds to approximately 43% of the lap, compared with 41.6% in Monaco and 65.6% at Spa.

The Hungaroring features two major Alt 1 windows:

• from Turn 4 to Turn 9, between 1,780 and 2,700 metres;
• from Turn 12 to Turn 14, between 3,500 and 4,000 metres.

Overall, the alternative curve is used for approximately 1,420 metres, equivalent to just over 32% of the circuit. In these sections, the electrical power indicated by the Alt 1 curve remains at around 250 kW. The full potential of the MGU-K is instead preserved for the most strategic areas, particularly the exit of the final corner, the main straight and the opening part of the lap.

The FIA also allows a higher speed threshold of 240 km/h in the section between Turn 2 and the exit of Turn 3. There are also several windows in which the initial power reduction may exceed 150 kW, concentrated between Turns 4 and 5, Turns 8 and 9, Turns 12 and 14 and at the exit of the final corner.

Comparison with Monaco and Spa

Budapest is often compared with Monaco because of its sequence of slow and medium-speed corners, but from an energy perspective it is not Monaco. Both circuits allow 9.0 MJ in qualifying and have a relatively short Power Limited Distance, but their power management systems are different.

In Monaco, the FIA uses a specific Rev 1 curve, bringing forward the power reduction dramatically so that it begins at around 200 km/h. In Hungary, the normal Base curves remain in use because the main straight and certain faster sections allow the cars to reach speeds high enough to make the distinction between Standard and Overtake meaningful.

Budapest also requires Alt 1 mode in two extensive sections. Monaco, by contrast, has no sectors in which this alternative curve is imposed.

To understand the expected behaviour of the cars, we compared the energy management limits with those used at the previous round at Spa, a profoundly different circuit. The contrast with Belgium is much more pronounced. At Spa, the Power Limited Distance reaches 4,594 metres, almost two and a half times the Hungarian figure. The maximum power reduction rate is also limited to 50 kW per second, compared with the 100 kW per second permitted in Budapest.

Spa features one extremely long Alt 1 zone from Turn 5 to Turn 14, covering approximately 2,500 metres. This is the consequence of a circuit where prolonged high-speed sections make it impossible to maintain maximum electrical deployment continuously without prematurely exhausting the available energy.

Energy management in Hungary appears far less severe than at Spa. The challenge is not to sustain electrical power over kilometres of straights, but to decide precisely where to use it. The FIA permits a high amount of energy recovery, but imposes the Alt 1 curve in the middle and final sections of the lap to concentrate the maximum electrical contribution in the most important acceleration zones.

What to expect at the Hungarian Grand Prix

The FIA data suggests that the Hungaroring should not be one of the most critical circuits of the season in terms of the overall energy balance. The 9.0 MJ recovery ceiling and the relatively short Power Limited Distance reduce the risk of the extreme management required at circuits such as Spa or Silverstone.

However, this does not mean that energy will be irrelevant. On the contrary, Budapest will require extremely precise calibration between the Alt 1 zones, the use of Overtake mode and preparation for the exit of the final corner. The difference may be determined not by the absolute amount of energy available, but by the ability to preserve it and distribute it in the few areas where it can genuinely be converted into lap time or an overtaking opportunity.

The FIA document therefore describes a circuit where energy recovery is relatively favourable, but deployment remains highly selective: energy is available, but it cannot be wasted.

Obviously the ADUO are causing discussion. Although the official values have not yet been published by the Federation, it is known that Red Bull holds the record for the best ICE, Mercedes is second, but above the 2% gap and the Ferrari engine is third with a lag of more than 4%.

From the moment the scenario was outlined, things were said that however were not confirmed by the teams or by the FIA itself. Both Mercedes and Ferrari were thought to have used underpowered internal combustion engines simply to gain the benefits of the ADUO (by the way, question posed to Mercedes deputy team manager Bradley Lord, read here), and while these rumors have been partially debunked, they have not entirely died down.

Threats of a 2014 masked rerun

Only at Silverstone did we discover, again through unofficial rumors, that Mercedes uses the internal combustion engine only 70%, both to gain the advantages of the ADUO and to have greater control over the reliability issues that cause it concerns about retirements during races. Problems that affected Antonelli, Russell, but also the drivers of the customer teams.

We hope the rumours aren't true, because if they were, it would be a disaster for F1. The category would face another 2014 and, contrary to Wolff's claims, the ADUO could not prevent a repeat of Stuttgart's dominance.

Mercedes is limiting itself, but the margin would be too much at 70% of potential

The fact that Antonelli always manages to set excellent times even in free practice is a clear sign that Mercedes is limiting itself a bit’. It's one thing to think about a small limitation, at most 5-10%, but if Mercedes had really raced at 70% of its potential, it would be really difficult for other competitors to even think about a possible recovery. At least in the short run.

Photo: Mercedes

Read also in italian language: Se le voci sulla Mercedes fossero vere sarebbe un disastro

Read also: Ferrari's biggest obstacle is technical understanding

Read also: Exclusive: Mercedes and Ferrari with underpowered engines? Bradley Lord responds

The Red Bull Ring date went badly in many ways. It was said several times that the powertrain was unable to perform at its best due to the altitude at which the circuit is located, but this was not the worst problem, it concerned the configuration and tires.

Ferrari does not know the strengths and weaknesses of its package

And when the trouble seems to be over, you realize it's just begun. Ferrari did not understand the potential of the SF-26, it does not know its strengths or weaknesses. What Charles Leclerc said after the race is alarming. The team had no sandbags. If Austria needed an in-depth analysis because the car's overall performance was below expectations, by the Monegasque himself's admission, the British GP will need an in-depth analysis because, on the contrary, overall performance was below expectations.

Events thus become Russian roulette

Obviously this is a limitation. Lack of technical understanding is an obstacle for Ferrari. A barrier that now appears very high, but which, if we want to aim to constantly compete for podiums and victories, must be broken down and overcome. How do you do it? It takes time, method and determination.

Unfortunately, until the situation changes, there is no point in deluding ourselves. Between now and the end of the year there may be more weekends like Silverstone and Barcelona, but there may also be others like Austria. Until technicians really understand what to expect from a specific layout and certain environmental conditions, every event will be like Russian roulette where we could witness any kind of scenario.

Foto: Ferrari

Read also in italian language: La più grande barriera della Ferrari è la comprensione tecnica

Read also: Exclusive: Mercedes and Ferrari with underpowered engines? Bradley Lord responds

Read also: Exclusive - Mercedes: Bradley Lord on Antonelli, the surprise of the season

Together with Toto Wolff's deputy, we gave a wide-ranging speech both on the regulatory changes that will affect F1 over the next two years, and on the ADUO's controls and the voices that have been influencing the FIA's verdict in recent days. Below we report the second and final part of the interview.

Opinion on the 2027 and 2028 regulations

Marco Sassara (Formula1.it): "What do you think of the changes announced by the FIA to the 2027 and 2028 regulations?"

Bradley Lord (Mercedes deputy team principal): "I think... I think we've said a number of times, we would have, as Mercedes, we would have preferred... we would have preferred to do the full step for 2027 (go directly to the ICE/electric ratio at 60/40, ed.) and do one change and then have that. But, in the discussions, it was clear that wasn't possible for every power unit manufacturer. And so I think what we have found is a good compromise that will fine-tune the... the racing and the balance between the combustion power and the electrical power in a way that will retain the strengths of the racing we have seen so far. And from our point of view, not because we've been winning, but watching the races, looking at the audience numbers, looking at the viewing figures, we have seen six exciting Grands Prix so far. So, but what we have found is a good compromise in dialogue with the FIA and with the other manufacturers to make the... take the sport in the right direction to address some of the criticisms but retain the strong points of these rules".

Marco Sassara (Formula1.it): "So do you think Formula 1 could have pushed the internal combustion engine a little’ further more?"

Bradley Lord (Mercedes deputy team principal): "Well, what it will... it will mean that the drivers are able to push more flat out in qualifying, which has been the big point of criticism around these rules. And we will start to see speed profiles on the straights that are more like what we have... we were used to with the previous power units, rather than a peak speed halfway down the straight and then speed reductions. And so those have been the points that people have responded to and reacted to negatively. And we hope that these changes will address that, in combination with the aerodynamic changes for 2027, but retain the close wheel-to-wheel racing, the close battles and fights that we have seen so far this year".

Bradley Lord dismisses ADUO rumors: “We're all at the limit”

Marco Sassara (Formula1.it): “Regarding ADUO, what are your thoughts on Red Bull's review request?”

Bradley Lord (Mercedes deputy team principal):  "I think the um the FIA have worked hard and analyzed the data very carefully to reach the conclusions that they have. Um they are technical conclusions based on the parameters that are in the rules to measure um the performance of the different combustion engines. It is understandable that if you are the manufacturer that is declared as the reference, that but you're not... you don't have the package that has the fastest lap time, that maybe you feel there is a discrepancy between the measurement and the award of ADUO and the overall performance in the standings. But I think for all of us, all of the PU manufacturers, we trust the FIA, we trust the work they have done and the measurements they have made and um we will see if the... you know, we will... we will then let their process follow its course. So yeah, we can understand why Red Bull might feel surprised. But we also trust in the process of the FIA".

Marco Sassara (Formula1.it): “Some rumors claim that Mercedes and even Ferrari may have used fewer engines in the early races to gain an ADUO advantage. How do you respond to this?”

Bradley Lord (Mercedes deputy team principal): "The 2026 project has been such an enormous technical challenge for everybody that the idea that people are doing anything other than the very best they can do is, for me, not a credible one. We are all trying to bring the most performance and the most reliability to the track at every race, and we are all on the limit of being able to do that. We have seen a number of reliability problems in the Mercedes power unit, not just for us, but for our, you know, partner teams and customer teams as well. And the technical challenge is enormous. So, I don't think anybody has the margin or the capacity to be doing anything other than the very best they can do. And that's also what Formula One should be: it should be about everyone pushing to the limit, pushing to their maximum and delivering their maximum to the track. And we must always keep that spirit of competition and pushing the limits alive".

Marco Sassara (Formula1.it): “The last question. Regarding ADUO, have you already planned an additional engine development that can be introduced within a few weeks?"

Bradley Lord (Mercedes deputy team principal): "So, development in Formula One is something that happens behind closed doors and in the factories, and as Mercedes, we have never pre-announced developments, and we're not going to start doing that now. So we wouldn't reveal our development plans in public at any point. We simply follow the path we want to follow, and when we have performance to bring, we bring performance to the track. But we don't pre-declare or pre-announce. So our development plans are something that will be kept internal for our team, and then we will see how things unfold across the rest of the season. So, unfortunately, that's one I can't... I can't reveal or give you an answer to".

We thank Bradley Lord (Mercedes deputy team principal) for the friendliness and helpfulness shown in the interview, as well as the Mercedes staff for their support in its implementation. Partial reproduction of this exclusive interview is possible after citing the author (Marco Sassara) and the Formula1.it source with a link to the original content.

Read also in italian language: Esclusiva - Mercedes e Ferrari con meno motore nelle prime gare? Risponde Bradley Lord

Foto: Mercedes

Read also: FIA wants to change the engines, but Ferrari is holding back

Read also: Antonelli’s father exclusively: «Kimi was born in a garage. The secret? Normality»

George Russell had started the season as the favourite and, due to some incidents that both the team and the Briton often dismissed as unlucky, he now finds himself third in the standings, 68 points behind his teammate and world leader, Andrea Kimi Antonelli.

On the other hand, Italian seems to be in the middle of its golden age. In Monaco he achieved his fifth career victory, the fifth of the season (in six races) and the fifth consecutive.

Reflecting on this period, below we bring you the questions we decided to ask Bradley Lord regarding the psychophysical state of Mercedes drivers' form.

Russell and ''Lady Luck"

Marco Sassara (Formula1.it): “I think Russell is being haunted by Murphy's Law this year. It's a really strange time for him. Very unfortunate. But this Thursday (at Montmeló) I saw a very calm driver. And you? How do you think I'm handling this period?”

Bradley Lord (Mercedes deputy team principal): "I think you... you're right to say it's been a difficult period for George. He's had a number of races where... in English we talk about "Lady Luck" or, you know, good fortune hasn't smiled on him. If we look at the timing of the safety car in Japan, or if we look at the reliability problem in Canada, for example, or indeed the penalty in Monaco and subsequently the knock-on consequences of that. So he's had some very challenging race weekends, but... and he, first and foremost, George is always very self-critical. So he asks himself as the first thing, not everything that's gone wrong, but: "What can I be doing better? How can I be working? So that's a... a real strength and a real quality that... that is always his approach.

He knows that he is a driver capable of fighting for wins at every circuit and, if we can give him the car and the right opportunity, of fighting for a World Championship. He is mentally very strong and very resilient, and has built a lot of experience in Formula One, both running at the front of the field and fighting further, you know, in the midfield and at the back of the pack as well. And he has all of that experience to fall back on to, so he knows and understands that sometimes things—and events and circumstances—can go against you for... there's no connected reason or no single cause, it's simply how things turn out.

But he also knows that we are not even one-third of the way yet through the season. So a Formula One season is very, very long.  And we have had many months since the season started, but not very many races. And so we are now coming into the period where it is important to be performing strongly, racing strongly, finishing strongly up to the summer break, and then we have another very intense period of racing afterwards. So when I speak to George, when we see him in the team, he is realistic but also positive and, I think, optimistic about what this season can still hold".

Antonelli was a surprise, even for Kimi himself

Marco Sassara (Formula1.it): “Antonelli, on the other hand, had an incredible start to the season. Which aspect struck you the most?”

Bradley Lord (Mercedes deputy team principal): "I think for everybody, including Kimi, it's been a very positive surprise to see the... the run of success that he has had. China was obviously a very, very special moment for his first win in the sport and that was... that felt like a... a huge achievement and a very historic achievement.

And I think what has been particularly impressive is that Kimi has been able, after every good race, to reset and approach the next weekend as a new challenge. He is not... he doesn't... he understands that the performance comes from the... the process and the method and the approach, and he is showing real maturity in how he can... he keeps each weekend building his weekend from first practice to second practice, or from first practice into the sprint qualifying and the sprint race. And he's taking things step by step.

And I think there's no sense... there's a lot of excitement around Kimi, but he is very calm, very composed, and has his feet very firmly on the ground, and... and has a very... yeah, he's very concentrated and focused, but also very realistic about where we are in the season and the many things that can still come our way during this year. So I think that has been the... the most impressive thing, is the composure with which he has raced so far in... in 2026, and how he's handling the... the attention and the pressure and the excitement that comes from a success that he has enjoyed".

We thank Bradley Lord (Mercedes Deputy Team Principal) for the friendliness and helpfulness shown in the interview, as well as the Mercedes staff for their support in its implementation. Partial reproduction of this exclusive interview is possible after citing the author (Marco Sassara) and the Formula1.it source with a link to the original content.

Read also in italian language: Esclusiva - Mercedes, Bradley Lord sui piloti e il periodo d'oro di Antonelli

Foto: Mercedes

Read also: FIA wants to change the engines, but Ferrari is holding back

Read also: Antonelli’s father exclusively: «Kimi was born in a garage. The secret? Normality»

The starting point is well known: the 2026 cars have already required several adjustments, but the 50:50 split between internal combustion and electric power chosen for this regulatory cycle remains at the centre of criticism. Drivers complain about an unnatural management of energy, with lift and coast phases and clipping affecting both driving and the quality of the show. This is why the FIA has tried to push for a deeper change for 2027: significantly increasing the fuel flow, giving more power back to the turbo V6, while reducing the electric component at the same time.

In theory, it is a simple solution: more fuel, more horsepower from the combustion engine, less dependence on the electric side. In practice, such a change risks opening up a huge development front. The current engines were designed around precise parameters. Significantly increasing the fuel flow does not simply mean “turning a knob”: it could mean revisiting reliability, architecture, combustion, cooling and consumption. And if consumption increases, larger fuel tanks may be needed. If larger tanks are needed, the chassis could also have to be reconsidered.

This is where the stalemate begins. The manufacturers are not all starting from the same position. Those who believe they already have a competitive power unit, such as Mercedes, see the change as a possible opportunity to consolidate or extend their advantage. Those who still have ground to recover, such as Ferrari, Audi and Honda, fear having to spread resources across too many directions at once: fixing the 2026 unit, adapting it for 2027 and preparing the next project.

Ferrari, officially, has put the issue of additional costs on the table. Even with a possible extra opening in the budget cap for engine manufacturers, the intervention would have a concrete impact. It would not only be about investment in the power unit, because such a deep change would also end up involving the chassis department. But Maranello’s real concern seems more strategic than financial.

Ferrari fears that a broad revision of the rules would end up favouring Mercedes and Red Bull. The reasoning is clear: if those two projects are already considered technical benchmarks, an additional development phase could allow them to work more calmly on 2027, without the same urgency to correct structural problems. Maranello, on the other hand, would risk having to manage two parallel programmes: on one side the need to optimise the current power unit, on the other the obligation to adapt to a far from trivial regulatory change.

The issue, therefore, is not simply “Ferrari against change”. It is a much more rational position: if the regulations are heavily modified when the technical season is already underway, those starting from a stronger base can turn the intervention into a competitive advantage. Those who need to recover, instead, risk losing precious time, dyno hours and engineering resources on an intermediate project, rather than focusing on the long-term trajectory.

The compromise currently on the table moves precisely in this direction: a more limited increase in fuel flow, in the region of five percent, enough to reduce the effects that drivers dislike most without imposing a deep reconstruction of engines and chassis. It would be a softer correction, capable of making lift and coast and clipping less invasive, while avoiding turning 2027 into a new technical mini-reset.

Making the compromise more digestible is also the aerodynamic chapter. For 2027, a reduction in downforce is already planned, with interventions on the rear wing and floor. Less downforce also means less drag and therefore lower energy demands. In this framework, a small increase in available fuel and a reduction in resistance could produce a more credible balance without forcing manufacturers to redesign everything.

The problem is that time is running out. The window to approve the changes with the necessary majority is close to closing, and Formula 1 wants to avoid the issue continuing to drag on in the paddock, fuelling the idea of a regulation born fragile and corrected on the run, something that, truth be told, already seems more than established. This is why Monaco could become the place for mediation: not by chance, but because a political solution is needed even before a technical one.

The FIA also has an important lever: the ADUO procedures, the mechanism that allows engine manufacturers who are further behind to obtain additional margins to recover. Ferrari, Honda and Audi have an interest in maintaining a constructive relationship with the Federation, because it will be the FIA itself that determines how large their deficit is and how much freedom they can have to close it. In such a context, nobody really wants to be seen as responsible for the stalemate.

Ferrari, however, cannot afford to accept a change merely for image reasons. After years in which every regulatory window has been decisive in building or losing competitiveness, Maranello knows that the wrong compromise can weigh more than a bad race, consolidating the idea of a Scuderia now weak compared to the English teams. Costs are the official explanation, but behind that there is a deeper assessment: preventing 2027 from becoming favourable ground for those already ahead, forcing Ferrari to chase on several fronts at the same time.

The most likely solution therefore remains a middle way: less ambitious than the FIA’s initial proposal, but concrete enough to correct at least part of the flaws that have emerged. A technical compromise to get out of a political dead end. And, above all, a way to prevent Formula 1 from entering 2027 with the feeling that it has already lost control of its own regulations.

Formula 1 2026 is a construction site of constant experiments and adjustments: interventions, patches, fixes, U-turns, everything we feared even before the start of the biggest regulatory reset in the top category. While it is right to fix, with the necessary advance, what does not work, the constant interventionism by the FIA is inevitably generating controversy and pushing fans away, with many convinced that the changes are moving in favour of one team or another.

The decisions taken for Monaco come from the same place and raise the same doubts.

The Federation has in fact chosen to limit the deployment of the electric component and to not activate active aerodynamics in straight-line mode, a measure justified on safety grounds but one that risks depriving the Monte Carlo Grand Prix of one of the few variables truly capable of changing the show.

The technical reasoning is understandable. Monaco features a continuous sequence of slow corners, heavy braking zones and extremely short straights. In these conditions, the new 2026 single-seaters are able to recover large amounts of energy and deploy it immediately, almost exclusively on corner exit, generating particularly high acceleration peaks.

To prevent those levels of performance from turning into an excessive risk between the walls of the Principality, the FIA decided to intervene preventively.

Missed opportunity

A choice that, however, leaves one important question open: is this not a major missed opportunity to show the real potential of the cars born under this 50/50 combustion-electric regulation?

For years, Monaco has been criticised for its often locked-up Sunday races, shaped by the near impossibility of overtaking. Yet the 2026 regulations seemed capable of introducing a new and unpredictable element.

With a very high amount of electric energy available, with the various electric boosts and the differences in power management between drivers and teams, the risk of mistakes would have increased, but so would the possibility of seeing action on track. And this is where yet another criticism emerges.

Monaco is the drivers’ circuit. It is the track where talent should emerge more than anywhere else. Where sensitivity on the throttle, the ability to dose power and the courage to get close to the guardrails make the difference.

For once, Formula 1 could have put the drivers in front of a different challenge from the usual one: not managing a lack of performance, but an excess of performance.

In recent years, the category has progressively reduced the spaces in which the driver can truly make a difference. The cars have become increasingly sophisticated, predictable and controlled by systems.

Monaco itself could have represented a return to the origins, with single-seaters that were difficult to interpret and with an amount of energy capable of rewarding those who really have the best hands and feet.

It is clear that safety must remain an absolute priority. Nobody can ignore the risks of a narrow and fast street circuit like Monte Carlo.

However, the feeling is that once again the most conservative route possible has been chosen, intervening even before understanding what real effects the new regulations would have produced.

There is also another aspect that makes this decision even more debatable. For some time now, it has been said that overtaking in Monaco is impossible and that the result is decided almost entirely on Saturday. Yet Formula E, precisely thanks to differences in power and energy strategies, has shown much more dynamic races with far more position changes than usually happens in Formula 1.

Naturally, the two categories are profoundly different and cannot be directly compared. However, the principle remains valid: a significant difference in available power can create attacking opportunities even where, traditionally, they seem not to exist.

For this reason, the FIA’s decision appears to be a missed opportunity. Not because it is wrong to be concerned about safety, but because it chose to remove in advance one of the few regulatory novelties that could have restored unpredictability to one of the most iconic races on the calendar.

Monaco will probably continue to be a challenge of absolute precision. But it would have been fascinating to see the best drivers in the world face cars capable of truly putting them in difficulty, forcing them to manage an amount of power never seen before between the walls of the Principality.

After all, Formula 1 was born for this too: to put man in front of the machine and see who can tame it better than the others.

Fresh from four consecutive victories and currently leading the 2026 World Championship, the young Mercedes prodigy is experiencing a golden moment in both his season and his still very young career.

From Bologna with humility

The young driver from Bologna, in his still brief adventure in the top category of motorsport, is followed by his father, Marco Antonelli, who has accompanied his growth, passed on to him his passion for speed and motorsport and, as a former driver, gives him advice. And it was Kimi’s father, in an exclusive interview granted to the writer, who told us about some private aspects of his son, starting with how his passion for motorsport began.

“Kimi was basically born in the paddock. When he was in his mother’s belly, he would kick whenever he heard the cars starting up. Then he showed that he had this passion and, even if we may have had an influence, becoming a driver was his choice.”

So much normality

Becoming a driver was his choice, just as it is his choice to remain absolutely normal and continue, despite the explosion in popularity, to live exactly the same life as before. “Kimi is a normal guy, who goes bowling with his friends, who, if he meets people in the street, goes with them to the pub in San Marino. He is a guy who wants to be with others, have fun, and not think only about F1. He is a normal guy who knows that this is his job and treats it as such. It is as if he had to drive a bus, except he drives an F1 car. He is a guy like everyone else, who wants to spend time with his friends when he has time, to do what all boys his age do. Perhaps his strength is precisely his normality.”

We at Formula1.it had the opportunity and honour to interview, shortly after the American round, Ferrari Driver Academy member Dino Beganovic, who, racing in the colours of DAMS, finished the Miami Feature Race in second position after a crazy comeback in extremely complicated conditions, having started from eleventh place.

In the final part of our long conversation, which we divided into three other chapters, we then discussed his goals for 2026. The Swede has very clear targets he wants to achieve and, speaking precisely about this, he told us: “Being my second year in this category, obviously I want to fight for the top positions and be consistently up there. Looking back at my previous season, this is something I was missing, and that is why I want to focus more on it during the season. I will also try to be as far up front as possible, putting together good qualifying laps so I can place myself well on the starting grid. Scoring points in both the Sprint Race and the Feature is important; take Gabriel and Leo, for example, they were really consistent throughout the year and by doing that they won.”

Everyone has a favourite circuit, both fans and drivers. When we then asked him what his favourite track currently on the calendar was, the FDA driver told us: “I don't know, surely before my favourite track was Imola, I loved racing there with single-seaters. It was fantastic. Now I would say Spa or Silverstone. I also really like Australia because it combines the concept of a street circuit with that of permanent circuits, as well as the fact that the races there are very often a lot of fun. Among those on the current calendar, I would say these.”

Finally, we asked him a very specific question: “What do you expect from this 2026?”. At that point, Dino, without thinking twice, immediately said: “The goal before the season started was to be there fighting for the championship until the end. But we also need to improve our consistency so that we keep scoring new points every weekend.”

We thank Dino Beganovic, the FDA and Scuderia Ferrari HP for the courtesy and availability shown during the interview. Partial reproduction of this exclusive content is possible with prior citation of the author (Giuseppe Cianci) and of the source Formula1.it with a link to the original content.

Photo: Scuderia Ferrari HP

Speaking precisely about the Maranello Scuderia, we asked the driver from Erba what, in his external opinion, the Rossa is missing in order to return to winning ways. After a few moments of reflection, Valsecchi replied: “It is always extremely difficult to judge Ferrari because, basically, I care about them, and therefore I tend to be incredibly optimistic. But it is always difficult to judge because the trajectory of recent years tells me that they never improve that much. So, if you ask me whether they will win the World Championship, I would bet no, because in recent years it has always been the rivals who improved instead of Ferrari. So I say, we have statistics against us.”

“Honestly, I cannot tell you. I have the feeling that they will win some races because, with that thing that they are rockets at the start, and in qualifying they are not bad because Leclerc is often on the second row, if they get ahead in Monte Carlo or Singapore, in my opinion they win.”

“So I say, if they will win races, I feel like saying yes. Will they fight for something more important? Looking at the statistics, we have never had a second half of the season like McLaren. It has really been many, many years since we saw such big performance improvements. I remember that even with Vettel they were already declining, and we are talking about eight or nine years ago. Statistically, I feel like saying: will they win the World Championship? No.”

Continuing his analysis, he then added: “Obviously I hope Leclerc will be in the fight because he had Vettel as a team-mate and beat him, he had Sainz and almost fought on equal terms with him, even though over several seasons the Monegasque still finished ahead of him. He has had Hamilton who, okay, maybe has arrived a little towards the end of his career, but he is still beating him, despite the fact that when Lewis arrived it looked like the messiah was coming. I say that Leclerc, in my opinion, would deserve more than many others to win the World Championship. It is a shame he has not yet had a real opportunity.”

The first rounds of the 2026 Formula 1 World Championship gave Ferrari fans a few illusions thanks to finally incisive starts, with Leclerc and Hamilton often playing starring roles when the lights went out, only then to show a Rossa forced to suffer after just a few laps and to endure the comeback of Mercedes and, more recently, McLaren too. In particular, Antonelli’s Mercedes showed an unreachable race pace, enough to recover ground even after imperfect starts and progressively build a gap. For Ferrari fans, what remained were above all the emotions of the internal duels between Charles and Lewis, with overtakes and counter-overtakes capable of making hearts leap.

On this subject, however, Davide said he was very sure of one thing: “I am convinced that there will no longer be this duel between the two. It seemed to me that the atmosphere of Hamilton being combative and liking the regulations is already over.”

“When he arrived at Ferrari, I immediately thought they had taken him a bit old, always of course with the utmost respect for a guy who made history. In the period when we were embracing Vettel, he was winning four World Championships, and every time there was a head-to-head between him and the German you realised that, despite Seb having incredible talent, against Hamilton’s natural talent there was no contest. He always lost all the direct battles and thanks to this he won the World Championships in our face, so, absolutely, maximum respect for Hamilton. But when they took him, I thought: ‘Ouch, in the last two or three seasons he struggled with Russell.’”

“The last World Champion then has always won at 35, while he arrived at Ferrari at 40. I thought: in my opinion they have taken him old. Last year he was destroyed by Leclerc. Now that the regulations have changed, I thought the young drivers would be advantaged, given that they were used to always changing cars from one category to another, not someone who has been in F1 for twenty years. And instead he surprised me because in winter testing and in the first two races he even seemed faster than Leclerc. Looking at the last two rounds, however, it seems to me that he has already fought less with Charles. My feeling is that there will not be much of a fight because Leclerc will always beat him, as he did last year. But this is my feeling and we will have to verify it on track.”

After this analysis, we then asked him a direct question: “So do you think Leclerc is the reference point at Ferrari?”. He answered without hesitation: “Yes, I have no doubts. In my opinion they will only fight together a few times. Maybe when it rains.”

To conclude our long conversation with Davide, we also wanted to address a topic that concerns him personally, namely the transition from driver to commentator, first for Sky Italia and now for F1TV. Speaking about this, and also asking him whether he will return to wearing a racing suit in the future, he replied: “Last year I did a few little rubbish races. How do I experience this transition? Well. I am a fan and I really like races. To be honest, I like all of them, even motocross.”

“It was a natural transition because, the way I see it, everyone in my position who comments on races is cut out, because if they had really been good and phenomenal, we would find them among the twenty best in the world racing in Formula 1. So, once you miss that step, you are cut out and it is perfectly fine to comment because I am passionate about racing and I really enjoy watching them, judging them, commentating on them and above all cheering them on, because in general I support all the drivers.”

We thank Davide Valsecchi for the courtesy and availability shown during the interview. Partial reproduction of this exclusive content is possible with prior citation of the author (Giuseppe Cianci) and of the source Formula1.it with a link to the original content.

Cover photo www.ferrari.com

This is a fundamental topic for any athlete, but even more so for drivers. When they are in the car, they are subjected to accelerations, decelerations and extremely high levels of G-force, which only those who are perfectly trained can withstand for the entire duration of a race.

“As far as physical training is concerned, it is very important to always keep yourself busy with the gym, cycling and any other type of physical activity. Here at Ferrari I have my personal trainer who helps me with all these things, so that when I am here in Italy, or even when I go to Sweden, I can train with him following all the training programmes we need to do.”

“Training is important because you do not want to struggle when you are in the car. You always have to devote 100% of your concentration to driving and you cannot even think for one second about being tired.”

In addition to training the body, however, for an athlete, especially in recent years, it is also essential to train the mind, in order to remain as clear-headed as possible in both positive and negative moments. Speaking about this, Dino said:

“As far as the mental side is concerned, it is super important. I think the mind is one of the most important things we have, both in life and in sport. If you do not feel good mentally, it is very difficult to give your best. Precisely for this reason I have spent time focusing on this aspect over the years and I have become much stronger mentally. Having the right people around me, I think, is fundamental. So yes, as I said, it is a huge part of the sport.”

If you go on Dino’s social media profiles, you will see that very often, when he is not busy on track or in the gym, he is still training or practising different sports. Two of his favourites are certainly golf and padel. When we asked him how he spends his “rest” weekends away from Formula 2, the Swede replied:

“Thank you for saying that I am athletic, that is very kind. When I am not on track, I think that, as you said, I dedicate myself a lot to other sports and to physical activity in general. Golf is one of those I devote a lot of my time to when I do not have work to do on the simulator or more generally with the team. It is a way for me to relax and focus on something other than motorsport, which I think is very important because it can also become stressful if you always focus only on one specific thing or on work. It is always very nice to play a bit of golf with friends, as well as, of course, spending time with my family so I can also recharge my batteries.”

Beganovic has been living in Italy for several years now, near Maranello and Ferrari’s headquarters. On this subject, we wanted to continue our long conversation with Dino by asking him whether there was any particular aspect of our country that he liked most. Without thinking twice, the DAMS driver surprised us by saying: “First of all, I really like Italy, living here is really nice. Obviously I like the food. Every time I go back to Sweden, or go to another country, I realise how lucky I am to live here. Wherever you go, you always find excellent food, people are all kind, always welcoming and warm. This is one side of Italy that I really like.”

“As for football, however, I do not follow it much. My brother is a footballer, so I should be more interested than I actually am, but honestly now I am following Sassuolo a bit, as they are currently in Serie A. I have two friends who play there, but beyond that I do not really follow it.”

Many drivers have superstitious gestures or actions that they always repeat before getting into the car and taking part in any session on track. We wanted to conclude this third part of the interview by asking him precisely whether he had any of his own.

“In the past I had many, for example I always had to listen to a specific song before getting into the car. But I stopped doing that last year because I realised it had become a bit silly. At the moment I do not have anything in particular. Obviously I have my routine that I do with my trainer, doing physical exercises and putting on the race suit very late, so that I stay fresh for as long as possible, and then I take everything a bit as it comes. If I feel I need music, I put on some music; if I do not feel the need, I do not do it. It depends more on how I feel at that moment.”

We thank Dino Beganovic, the FDA and Scuderia Ferrari HP for the courtesy and availability shown during the interview. Partial reproduction of this exclusive content is possible with prior citation of the author (Giuseppe Cianci) and of the source Formula1.it with a link to the original content.

Photo: Scuderia Ferrari HP

In the first part, we discussed young talents, focusing in particular on Andrea Kimi Antonelli and Leonardo Fornaroli. Now, however, we want to shift the attention to a highly topical subject: the new 2026 technical regulations, which have already raised more than a few doubts among drivers and insiders from the opening rounds of the season.

When we asked Davide what he thought of these new regulations, he answered us very frankly: “I'll tell you something, I am not excited at all, to be honest, and above all the start of the season did not make us enjoy them that much. I am speaking a bit for myself, but also from the feeling I get around, I don't know, I have the impression that they made the regulations a little too sophisticated, without thinking that there could have been some issues at the beginning.”

“On paper it could have been a bomb, but then the issues made it a bit too cumbersome, with too much difference in speed when someone is recharging. If you run out of battery a little earlier, it becomes a mess, there are loads of overtakes on the straights and nobody really goes for the braking zones anymore. Maybe it is a bit too sophisticated and exaggerated for the first races in Formula 1.”

“But I am also convinced that they will now adjust the aim a bit, as they already did in Miami by modifying some technical details. The teams will improve in terms of knowledge and development, and I am convinced that by the middle of next year we will not even notice anymore that it has changed.”

Speaking about safety and what still needs to be improved, especially to prevent episodes like the one involving Oliver Bearman and Franco Colapinto at Suzuka from happening again, the Italian said: “I don't know. On this, the drivers have a better feel for the situation. It does not seem to me that anything risky happened in Miami, apart from someone flipping over. But that could have happened with the other regulations too.”

“The drivers have the real feel for the situation on this, and they did not seem favourable to the new regulations after a couple of test races. Of course, though, it seemed to me that in Miami the show was better, that the issues were not so big and that the changes made had worked. That is my idea. They calmed down a bit that effect that was there before. They no longer get stuck on the straight so often and, in my opinion, the less it happens, the better. So, if they have to adjust something else, even by going quite far with the changes, I would do it. Because I'll tell you something: from home, if they lap two seconds slower, who cares? We do not even notice.”

Continuing, he then added: “From TV, but also live, when you see them flashing past, 340 or 310 km/h, who cares? Some things, however, seem extreme to me, like that Active Mode, with the wings going up and down basically on every straight, but what the hell did we do it for if everyone has it?”

“Maybe yes, with the wings always closed the loss of speed would have been even more obvious. But I don't know, there are some things that seem very sophisticated to me and perhaps they were not necessary, that is my feeling. Having said that, do I like it? No! Who cares, we have Antonelli leading, I will keep them like this until the end of the year. If they then manage to mitigate it a bit more, it becomes even better. If they calm down this effect of: ‘My battery is gone’, and the drop in speed, it is better.”

Speaking precisely about Antonelli, who is currently leading the Formula 1 World Championship for the first time in his career, we asked the Italian whether this Mercedes dominance was destined to last over time. This was Valsecchi's answer: “I hope so for Antonelli, but I have a feeling, namely that from mid-season onwards the McLaren guys will win quite a few races.”

Then, explaining this statement, Davide said: “That Mercedes did an excellent job with the engine and won all the races, yes, they were very good. For example, at the start of the year the McLaren engine would not start, so Mercedes were not good, they were very good. They made an engine that is a bomb and, for those they gave it to, it would not even fire up. Strangely enough, Gasly's was perfect, while at McLaren it would not start, and this basically cost them the first two weekends. Now, however, they are going strongly. In Miami Norris almost won, even though he then triumphed thanks to Antonelli, but Lando was still a protagonist.”

“In Japan, on the other hand, Piastri stood out. I say I have this feeling: from mid-season onwards McLaren will be very strong, because in recent years they have always shown us that they are capable of major performance comebacks and, since they have the best engine... thanks to Mercedes, I have this feeling. I think Mercedes will continue to stay at the front, also because, given the time they spent working on the power unit, more than a year, it is hard for me to imagine that now their rivals can just snap their fingers and recover everything.”

“For this reason, in my opinion Mercedes, also thanks to the engine, will always remain in the top positions, but McLaren could become a winning force and, if that happens, the championship would also become interesting.”

Davide Valsecchi then concluded his comment by saying: “McLaren is a bit scary because now they have a driver who has become World Champion, while the year before he took a beating from Verstappen, and therefore he is used to handling moments of pressure. Then last year he toughened up and came out winning from the challenge with Piastri.”

“On the other side of the garage they have the Australian, who took a beating last year, while this year he has gained a bit of experience. So I say, having that duo against you becomes difficult because it is not Verstappen, but damn, one has already won the World Championship and the other has a hint of experience, something that neither Russell nor Antonelli have.”

We thank Davide Valsecchi for the courtesy and availability shown during the interview. Partial reproduction of this exclusive content is possible with prior citation of the author (Giuseppe Cianci) and of the source Formula1.it with a link to the original content.

Cover photo x.com

What many people do not know, however, is that Dino does not come from a wealthy family and did not “arrive” where he is today thanks to money. On the contrary, his story is very touching because, in order to pursue his dream, he had to make many sacrifices together with his parents. We at Formula1.it had the chance to discuss this topic with the young Swedish driver, and now we bring you his words.

“I did not get into motorsport in the traditional way. It all started thanks to my father, who was a great racing fan, with a love for engines, since he is also a mechanic in Sweden, and he was one in Bosnia too. Obviously he was never a driver, he is just a road car mechanic, but he always followed Formula 1, and I watched it with him on TV and it looked really cool.”

“Then one day I had the chance to try a kart at the track I had near home and, from that moment, we both fell in love with this world.”

As we all know, motorsport is one of the most complicated worlds to enter, because of its extremely high costs. Speaking precisely about this, Beganovic then added: “Obviously it took a long time before we could buy our own go-kart. It was very expensive because at the beginning everything had started as something fun to do as a family, then as I grew up the first very good results started to come, and with them more and more attention was focused on us. All of this required more and more money because we were also trying to climb the categories and I have to say that I was very lucky during my journey to meet Rickard Rydell, who is my manager and helped me a lot from a financial and contractual point of view.”

Thanks to that meeting, his climb became slightly easier, because until then it had been Dino and his mother who had to look for the sponsors that allowed him to race and live his dream: “From that moment I was able to stop thinking about it, focusing exclusively on driving, and that was a huge help for us because until then it had only been me and my mum going to different companies to look for sponsorships in order to raise some money. As we used to say at the time, though, a little bit of money from fifty different companies eventually adds up to a nice amount, so yes, we made a lot of sacrifices, but in the end it was worth it.”

The interview continues after the photo

Our long conversation then continued by addressing another very important topic for the young Swede. Dino is a very kind and approachable guy, and this can also be seen at the racetrack when fans approach him asking for a selfie or an autograph. From now on, however, at least for the moment exclusively in Sweden, his fellow countrymen will be able to discover a little more about the personal side of Beganovic.

In recent weeks, a documentary, “Dino vagen mot formul 1”, was released, showing behind the scenes of some key moments in the FDA driver’s career. Speaking about this to our microphones, he said: “This project is very important to me because it shows a bit of my journey and what we have been through. It is never as easy as it may seem most of the time, especially from a financial point of view and in terms of results.”

“It all started at the end of 2021 when I was contacted by André Wallström, the director of the documentary, who proposed his idea to me. To be honest, we did not have much to say, we were really excited to do it. Then SVT also joined the project, releasing the documentary, supporting it and investing in it.”

“It has been a great journey, and I like that André started following it so early. Inside there are moments from my winning season in Formula Regional, the year in Formula 3, part of my adventure in F2, but also the first test with Ferrari. It was very nice to have recorded all this, so that I can watch it again in a couple of years, but above all for now it is nice to have shown one side of my story, allowing especially Swedish people to see who I am as a person. I hope we can also release it with English subtitles so it can be watched abroad too.”

We thank Dino Beganovic, the FDA and Scuderia Ferrari HP for the courtesy and availability shown during the interview. Partial reproduction of this exclusive content is possible with prior citation of the author (Giuseppe Cianci) and of the source Formula1.it with a link to the original content.

Photo: Scuderia Ferrari HP

Read also: EXCLUSIVE - Dino Beganovic: from the Ferrari Driver Academy to the Formula 1 dream

Marco, sometimes you follow your team and other times you follow Kimi at the GPs: how do you choose which trips to attend?

“Let’s say that Kimi is in good hands anyway, he is in the Mercedes family, it is as if we were there, so I am calm. Of course I have to look at everything a bit, I have a large team, so I need to strike the classic balance. Then we are coming from a positive period... I feel quite confident that, at this moment, Kimi can manage even on his own, even without me.”

Is Mercedes like a second family?

“Absolutely. I am extremely calm knowing he is on track with the Mercedes family, I know he is in safe hands.”

Do you think your work and your past in motorsport influenced Kimi’s choice to become a driver?

“Kimi was basically born in the paddock. When he was in his mother’s belly we were at Magny-Cours racing in WTCC and he would kick when he heard the cars being started. It definitely had an effect on him. Then obviously he showed that he had this passion and, even if we may have influenced him at the beginning, after that it was his choice, certainly not ours.”

You were also a driver: do you see yourself in your son?

“No, to be honest, no. He is faster than me (laughs, ed.). We belong to two different eras. Back then we were drivers with the knife between our teeth, fewer rules and more all-or-nothing moves, battles, fights and endless door-banging. Now we are in a moment with a different kind of motorsport. But he has always been quite combative, so in that respect I do see a bit of myself in him.”

Do you think that, over time, your role alongside Kimi at the GPs has changed, or has your support as a father remained the same?

“At most I can give my opinion if I see something that, in my view, is not correct, but he must always assess it and compare it with the engineers, with Bono (Peter Bonnington, ed.) and all his staff. I can express feelings, but they always need to be checked with the right tools. At most I can have my say, as a man who has lived in motorsport for many years and has seen many drivers. But then everything has to be verified. I want to be by Kimi’s side because if things go well we can rejoice together, but also to be a shoulder for him if things do not go as one would always hope.”

Your AKM Motorsport team is a Mercedes partner: how do you see the 2026 season for the Brackley team?

“I have to say they have built a great car, right now undoubtedly the car to beat. I think that is clear. Kimi is growing and Russell is a certainty. I think this year it will be tough for the others to beat them, but you never know. The championship is so long that anything can happen. For the moment they are very strong, I have to say I see them in good shape.”

Do you think Kimi is surprising people, or was this growth expected? Even if it is better not to make proclamations...

“Well, I have to say that Toto Wolff perhaps believed in Kimi’s growth more than I did. As a father I am not too biased; perhaps I have always been a bit sceptical about my son’s real potential because you are always afraid that he might not be as strong as he should be. So I am always very cautious when giving positive comments or making proclamations.”

But things are going well...

“True, now Kimi is doing well, even beyond expectations. But I think he still needs to grow: in one year of Formula 1 you cannot learn what the other drivers, his rivals, have learned in six, eight or ten years.”

He is leading the F1 World Championship and you think he still needs to grow?

“Personally, I believe he still has a lot to learn and I think he can only do that over the next few years. He will need time, that is normal. I think he will be truly ready in a few years.”

You and Toto Wolff have always been certain of Kimi’s strength, even in the face of difficulties or criticism, as happened last season. Was it difficult to manage those moments?

“I think that when you are in a position like Kimi was last year, under the spotlight, as a rookie in a team like Mercedes, in place of Lewis Hamilton and with so much pressure on you, there are always many doubts or criticisms. You wonder whether you will be capable or not, fast or not. Along his path he had negative moments, but that is normal for a driver at the beginning, especially in those conditions.”

A difficult phase that required great mental strength to come through...

“To be honest, I always thought he could come through it. Then, thinking he can win a World Championship is a completely different matter, he still has everything to prove. But, going back to the question, I always thought he could do well. Let’s say that last year’s difficult moments were only a passing phase.”

How do you assess Toto Wolff’s work alongside Kimi? From the outside, it looks as if he almost considers him an “adopted son”...

“Toto is great, in everything. Both for being where he is and for having done what he has done in his life. He is great. A very balanced person, a man who measures everything, who has a lot of experience and is also a family man himself. Let’s say we could not have ended up better than this, Kimi could not have ended up better.”

Speaking about what happens away from the track, what do you think is Kimi’s secret as a person?

“Kimi is a normal guy, who goes bowling with his friends, who, if he meets people in the street, goes with them to the pub in San Marino. He is a guy who wants to be among people, have fun, and not think only about F1. He is a very normal guy who knows that this is his job and treats it as such. Period. It is as if he had to drive a bus, except he drives an F1 car.”

One like the others, then.

“Exactly, he is a guy like the others, like many, like everyone. He is a guy who wants to spend time with his friends when he has free time, to do what all boys his age do. Perhaps his strength is precisely his normality.”

As a family you are a discreet but constant presence: how are you experiencing this explosion in popularity?

“I live my life, nothing has changed compared to before. I work every day, I do what I have always done and what I like. My life has not changed. Perhaps this is also a secret that keeps us united. Luckily we have fantastic children, also in terms of relationships, and we have always got along, we get along. Everyone does their own thing, we do not let it go to our heads, we keep our feet on the ground, we know very well that today you are on top of the world, but tomorrow you are underground. You must always be measured and calm. We live this moment in a normal way and we also know that this is Kimi’s job. Each of us does their part in the family and we move forward like all other families.”

We thank Marco Antonelli and Mercedes for their courtesy and availability. Partial reproduction of this exclusive is possible with prior citation of the author and of the source Formula1.it, with a link to the original content.

Much loved by the Italian public, a former Sky face and a very fast driver, he addressed several topics during our conversation, above all the start to the season of Mercedes driver Andrea Kimi Antonelli. When we asked him whether he had expected the young driver from Bologna to be so immediately “on it”, especially considering the enormous pressure he is under, he replied straight away: "I'll tell you something: I don't know about the pressure, but I wasn't expecting Antonelli to be this strong. So hats off to him, he is more than earning everything he is getting".

"Last year he had shown flashes of talent, but only a few, and not as dazzling as this year. Last season he occasionally fought with Russell, even staying slightly ahead of him, but never like this year, where he has displayed dazzling talent and incredible speed. In the second weekend he destroyed Russell from the first to the last lap. In Miami there was never any comparison between the two in terms of speed. Throughout the whole weekend he was always giving him three tenths, so I don't know whether he will handle the pressure or not. But even for Russell, whom I imagined fighting for the World Championship if Mercedes had a strong car, given that he is more experienced and over the years has shown himself to be among the top five in the world... Now I look at the results and say: can you remember, in recent years, a driver who has always been three or four tenths behind his team-mate? Hamilton, when he won the World Championships, never had a weekend in which, in every session, he suffered that kind of gap to his team-mate. Verstappen, we don't even need to talk about it: it has simply never happened. If his team-mate beat him a few times, it was by mistake".

"This thing of being beaten from the first to the last minute on two different tracks, because it happened in China, not quite as clearly, with the Safety Car also helping him a bit, but then in Miami it was obvious, in every run, in every session, from the Sprint to the race. So, will he withstand the pressure? I can't say, but given what he is doing, let him get on with it quietly. In my opinion he is not doing a masterpiece, he is doing more than that. He is a young lad and he is beating someone who, for the last two or three years, has been considered among the top five drivers in the world. Let him do his thing, cheer for him and that's it".

Continuing to talk about Kimi, we then asked Davide what advice he would give him if he had the chance. Without thinking twice, however, he replied: "No, no, no. You can't give him any advice because everyone who talks gets it wrong. Let him do what he is doing, because he is doing it very well".

"Nobody can give him advice, except Toto Wolff and perhaps his family, because they have raised a jewel. Maybe his father, who is involved in racing and also took him to Misano last weekend with his team, has put all the right things in his head over the years to keep his feet on the ground and, above all, to go fast in a racing car".

"This matters a lot because, if you think about it, Rosberg came along, perhaps not a crystal-clear talent, and still became World Champion. Verstappen combined talent with the guidance of his family and became one of the strongest drivers in history. Now this thing is paying off. Antonelli, in his second year, looks like a very mature driver. The only people who can give him advice, in my opinion, are Toto Wolff and his father, because they are the ones who have done a masterpiece so far".

Continuing, the driver from Erba added: "Maybe the fact that Mercedes took him and not Ferrari was really a stroke of luck for him. Last year, when he had those seven or eight races in which he struggled, if he had been at Ferrari they would have eaten him alive. You know, even the public itself: when you are good you are the best in the world, while when you make a mistake they criticise you. The fact that a foreign team took him was lucky for him. Toto did a masterpiece".

During his career, in past years, Davide Valsecchi raced in several categories, even winning the GP2 championship, today's Formula 2, in 2012. Since then, many things have changed, including the cars themselves, both in the feeder category and in the top class.

Playing a little on this, we wanted to understand what, in his opinion, would have been the most complicated thing to manage under these new regulations if he had still been on the starting grid. This was his answer: "The driving style of the new cars is different and in fact, if you look, all the experienced drivers struggled a bit, while the youngsters pulled off the big move. It had been a while since I had seen someone beat Verstappen in qualifying".

"Now, however, Hadjar has already sunk. You catch Verstappen out once and that's it. In my opinion, though, the driving style has changed. I heard Leclerc's interviews and radio comments: ‘I brake harder, I get on the throttle earlier, how come I haven't improved?’. With this change, perhaps the young drivers adapted better. Honestly, Hamilton surprised me, but then in Miami I never saw him. Leclerc has always been faster, so with him we will wait and see".

Continuing, his comments then shifted to the young drivers on the grid: "Bearman against Ocon is also turning into a beautiful duel. Ocon is a Grand Prix winner and Ollie is giving him a beating. So the complicated part, in my opinion, was precisely the driving style, which, by changing, surprised a few drivers".

"For example, Lindblad, I am not convinced he is a complete talent. I haven't seen him much in the junior categories, but he seemed to me like a talent who was still very inconsistent, a bit like Alex Dunne. I remember that last year the Irishman was put in the car in Austrian free practice and set the fourth-fastest time overall. He is a rocket".

"The surprise of last year, however, in my opinion, was Hadjar, who was consistently fast, always finishing in the top ten, so much so that he was then promoted to Red Bull. Now, however, we have to see whether he will hold up. In my opinion he has already fired his best shots and now it becomes very tough".

"Verstappen always puts you in trouble and, if he also wins this weekend at the Nürburgring, a massacre will begin, just as happened with the other drivers. Last year he also went racing with a GT3 in Germany and won. He will probably win the GT3 World Championship too. Verstappen is so strong that it is more of a psychological condition than the car they give him. Last year the single-seater looked very difficult, then he won in GT3 and in F1 too he went on a run".

"It doesn't seem to me that Red Bull is in great shape, especially because almost everyone who was there has left. There is no one left, only his engineer remains and he will leave at the end of the year. So, I say, it doesn't seem like a team in great shape to me. From this point of view Ferrari is much better, but with Max you always have to be careful, because maybe by the end of the year he will still win a few races".

To conclude our long conversation about young drivers, we asked Davide whether, in his opinion, Formula 1 teams should focus more on them, giving them a seat in the top category of single-seater racing. Discussing this theme, Valsecchi said: "Sometimes young drivers lack consistency of performance. They go in bursts, and it has always been like that in every sport. They do not always have the mental maturity to perform at their best for the whole year. Obviously, however, one thing must be said: today's young drivers are much more prepared than in the past. They arrive in Formula 1 practically at 22 years old and are already at their maximum expression. It was not like that in the past. Hamilton arrived in Formula 1 when there was still no telemetry in karting and he, thanks to his talent, immediately fought for the World Championship in his first year, losing it by almost nothing".

"The young drivers who now arrive in the important categories have been used, since they were little, to having telemetry, engineers, on-boards, cameras; they study the line, do physical training, have a psychologist, but above all the simulator, which in the generation of Hamilton, Alonso or Raikkonen did not exist. That is why I say we have to bet on young drivers, because they are proving to be very good".

"Sometimes they do not yet have the consistency of performance and maturity that also comes with age, but if a young driver is strong you have to bet on him and Toto Wolff taught us that: one year of learning and then he became a blade".

To conclude, Valsecchi then added: "Among those currently in F3 and F2, I couldn't tell you, you need to give me more races. Last year Lindblad did not win the championship, Fornaroli won it, and he is a machine. He seemed to me the most mature of the group and, in my opinion, he would have made a great impression in Formula 1".

"Now Colapinto has also nailed one race and they are already doing interviews saying: ‘Did you see? I chose the right driver’, after only one good race in two years. In my opinion Fornaroli could have done much better. This is my outside judgement".

"I wish him to get a seat and gain a lot of experience, but if you are third driver at McLaren and the two ahead of you are both capable of winning the World Championship, also considering that if one of the two leaves, at Woking they want to bet on Verstappen, they have to believe in you shamelessly. There you don't have Toto Wolff falling in love with a driver because he is a racer and taking him when he is very young, betting everything on you. Fornaroli's situation is more difficult. I wish him the best because, in my opinion, he deserved to be on the grid and, honestly, in place of one of the two Cadillac drivers he would have made a great impression".

"Fornaroli won both the Formula 3 and Formula 2 championships consecutively, like Bortoleto, like Leclerc, like Russell or Piastri. He did something historic and, from my point of view, he got screwed. I hope, however, to be proven wrong and that an opportunity comes his way soon, also because mentally he is very good and he really seemed to me the most ready. With the new regulations, then, it would have been yet another car he would have changed in recent years and this seems to have worked very well for the youngsters, also thanks to the veterans who were always used to having the same car and went a bit into crisis".

We thank Davide Valsecchi for the courtesy and availability shown during the interview. Partial reproduction of this exclusive content is possible with prior citation of the author (Giuseppe Cianci) and of the source Formula1.it with a link to the original content.

For that date, Mercedes hopes to bring its first major evolution package for the W17 to the track ahead of the continuation of the 2026 season. What will it be about? According to ‘Motorsport.com’ the update will have a strong impact on the front wing and a new flow scheme.

Weight reduction and new flow scheme for the W17

New flow scheme? How is this possible? For beginners, the front wing, being the first element of the car hit by air, has a strong impact on the flow pattern that affects the car body. The Stuttgart-based manufacturer plans to change trend, intervening on three elements: the first is the front wing, to define the initial contact with the air, the second concerns the carbon covers of the front suspension and the third, finally, the floor of the car.

We should therefore expect a completely revised W17. Sometimes the look doesn't meet expectations, but even small changes, at this stage, can be enough to generate a significant impact on the overall performance of the car.

It should be added that the team also worked on a significant reduction in the weight of the components, in order to increase the value of the power-to-weight ratio.

According to ‘Motorsport.com’, the updates could increase the car's overall performance by up to 3 tenths per lap. A considerable increase considering that in a normal year the average increase spread over 24 appointments is about 1 second.

Photo: Mercedes

Read also in italian language: F1, la Mercedes ha lavorato su un nuovo schema di flusso per il Canada

F1 to reach 450 kW ICE power through joint work

Currently, with the limit power set at 400 kW, the efficiency value resulting from fuel use alone is close to (or just below) 48%. For 2027, the Federation plans to introduce changes to the maximum energy flow rate achievable from combustion, but if it were to reach the established 450 kW (an increase of 50 kW) with fuel alone, this would lead oil companies to reach a flow rate close to 3375 MJ/h. A value they probably won't be able to get. So the next question is: what else could be improved?

Surely there will be joint progress. The FIA will increase fuel energy flow and teams will be able to increase combustion efficiency inside their ICE cylinders. We first analyzed what would be beneficial if there were an exclusive improvement for oil companies, now if we look only at producers, to obtain the 450 kW of power without counting on any improvement in their partial networks, they would have to achieve an efficiency of 54%. 

As already mentioned, however, this will be a joint effort, but we can already say that ICE's efficiency will certainly exceed 50%, another time. This will allow, with a lower power ratio required by electric cars (300 kW compared to the current 350 kW), to have higher-performing cars during qualifying and the race, resulting in increased spectacle and action on the track. Increasing thermal power will allow for more consistent performance at every stage of the weekend. Fans will certainly be more satisfied.

Photo: Ferrari

Read also in italian language: Efficienza sopra al 50 per cento. Così la F1 vuole riprendersi il pubblico nel 2027

The changes introduced for Regulation 2027 do not represent a real change. This is mostly a corrective to current regulations, and the writer mostly doesn't even believe it's a change related to the problems encountered this year, but rather linked to a natural evolution resulting from the normal development process that will affect internal combustion engines throughout 2026.

The FIA statement speaks of a ratio that will go from the current 50-50 to 60-40. Thermal power will be able to generate 50 kW more power, while electric power will be reduced by the same 50 kW. Anyone who knows a little’ about math will have wrinkled their nose a little’ at the news. Let's imagine he may have said: “But how? Is it just 50 kW enough to change bringing 10% to the thermal side?”

F1 doesn't change, it just adapts

Indeed, those who made such a consideration were right. The FIA and F1 have repeatedly claimed to have a 50/50 power split in 2026. Which, with the fixed value of the power generated by the electric of 350 kW, one might think that a maximum of 350 kW could also be obtained from the thermal. In truth, as we have said several times this year, more can already be gained from ICE.

The FIA is hiding a fact from us at this time. The upper limit is set at 400 kW and the best manufacturers should be close to that threshold. We will see who specifically once the data collected by the FIA for the ADUO system have been made official (expected result, according to the new provisions, after Canada).

We are therefore already talking about a power distribution that is biased towards thermal power. For this reason, in 2027, by adding and removing 50 kW of power from both sides, we could achieve such a different energy distribution. In fact, when doing the math, it can be quickly concluded that having 450 kW of power generated by thermal and 300 kW by electric, there will be a corresponding 60/40 division ratio.

This means that, F1 manufacturers and their parteners regarding fuel development, expect to enormously improve the combustion efficiency threshold that occurs inside the cylinder by the 2027 season.

Cover photo: Red Bull Racing

Read also in italian language: La FIA ci sta nascondendo qualcosa

This is where the ADUO mechanism comes from, an acronym for Additional Development and Upgrade Opportunities, a tool designed to guarantee a form of technical rebalancing without overturning the concept of power unit homologation, which is necessary to reduce the costs of a costly and unrestricted development race.

It is not, in fact, a total liberalisation of development, but an extremely regulated system, with precise time windows, defined performance thresholds and clearly limited margins for intervention. In essence, ADUO represents a controlled opportunity for struggling manufacturers. Ferrari is certainly among them, having shown a significant performance gap in pure power compared to Mercedes in these opening rounds. Many are wondering whether ADUO will allow the SF-26 to recover ground and return to fighting for victories. In the final paragraph, we have tried to answer this question analytically, but first let us clarify the issue by going deeper into the details of the regulations.

When ADUO is granted

The heart of the system is the ICE Performance Index, a parameter developed by the FIA to measure the performance of the internal combustion engine compared to the best on the grid. The assessment takes place at three key points of the season:

• GPs 1–6
• GPs 7–12
• GPs 13–18

At the end of each period, the FIA compares the collected data and determines the performance gap. It is precisely from this deficit that the possible granting of ADUOs derives:

• Between −2% and −4%: 1 extra upgrade in the current season and one in the following season
• Over −4%: 2 extra upgrades in the current season and two in the following season
• Below −2%: no intervention granted

A fundamental aspect is that access to ADUOs is not continuous: if a manufacturer does not meet the criteria in the first two periods, it definitively loses the possibility of obtaining them in the third. Furthermore, the granted upgrades must be used within the season, otherwise they are lost.

How the development steps work

Once the right to ADUOs has been obtained, the power unit manufacturer must follow a strict procedure. The first step is the definition of the interventions, which must fall exclusively within the components authorised by the FIA in Appendix C4 (see the next paragraph).

It is then necessary to update the homologation dossier, which must be submitted at least 14 days before introduction on track. Only after this phase can the upgrade be used, starting from the first available Grand Prix.

Equally important is the obligation of fairness: each new specification must also be made available to customer teams, with at least one updated power unit already available at its debut.

What manufacturers can work on

Below is a summary of the main components on which it is possible to intervene through ADUO according to the 2026 F1 regulations, in particular Section C of the Technical Regulations, Appendix C (Issue 17, 28 April 2026).

• ICE and combustion: main structure of the internal combustion engine, combustion chamber components, pistons, connecting rods, valves, cams, pre-chamber and flywheel.
• Auxiliary systems: ICE-mounted pumps, actuators, air valve compressors, oil and fuel filters, fuel system components and High Pressure Fuel Pump.
• Intake: trumpets, throttles, plenum and air intake system components.
• Exhaust and turbo: exhaust system, fixings and gaskets, turbocharger, wastegate, pop-off valve and electrical components connected to the turbo, ICE and exhaust.
• Injection and ignition: injector spray calibration, spark plugs and ignition coils.
• Sensors and fluids: lambda sensors, other regulatory PU sensors, fuel, engine oil, hydraulic fluid, coolant and ERS fluid.
• Air valves: regulators and auxiliary components of the power unit air valve system.
• Lubrication: main PU oil tank, oil level sensor, catch tank and breather system connected to the power unit.
• Cooling and hydraulics: ERS cooling systems mounted and not mounted on the ICE, filters, servo valves, manifolds, pipes, actuators and hydraulic circuit filters.
• Other elements: ICE ballast.

In essence, although formally linked to internal combustion engine performance, the scope of ADUO is broad enough to affect combustion, turbo, fluids, cooling, reliability and the overall management of the power unit.

In other words, although formally tied to the internal combustion engine, the ADUO system allows interventions that can have cross-cutting impacts on the entire power unit.

The crucial role of dyno testing and timing

One of the most interesting elements concerns the additional testing hours. Manufacturers receiving ADUOs obtain an increase in power unit test bench (PUTB) usage hours, proportional to the performance gap:

• +70 hours for a deficit between 2% and 4%
• +110 hours between 4% and 6%
• +150 hours between 6% and 8%
• +190 hours between 8% and 10%

These hours are not unrestricted: they must be declared within two months of being granted and distributed between the current and following season. Their use is strictly monitored by the FIA, with precise definitions of Operation Hours and Occupancy Hours.

Once the technical and bureaucratic process has been completed, the upgrade can be introduced immediately, without waiting for fixed windows. However, every change must be consistent with the updated homologation and all power units from the same manufacturer must operate with identical parameters, except for minor regulated exceptions.

How much can Ferrari recover with ADUO?

The Ferrari SF-26 has proved to be a very effective car in mixed sections, where it was the performance benchmark in the first 4 rounds of the season (fastest in these sectors), thanks to good balance and excellent aerodynamic load. Things change when considering its performance on the straights and in certain acceleration phases, where Ferrari loses out especially compared to Mercedes-powered cars. Since ADUO is linked to a percentage gap on the ICE Performance Index, it allows struggling manufacturers to progressively reduce their disadvantage compared to the most powerful engine. Up to now we have analysed exact data and regulatory indications; for the following analysis, however, we must rely on some estimates, still solid and confirmed by statements from several key figures, above all Vasseur, Mekies and Wolff.

If we take as valid the widespread estimate of a shortfall of around 20-25 hp for the Ferrari engine compared to the Mercedes one, equal to a deficit of around 4% on a reference base of ~585 hp (Mercedes), the ADUO system fully comes into play and, in this scenario, the Scuderia would fall within the range allowing one or two upgrade steps.

More power does not automatically translate into proportionally gained lap time. Drag, gear ratios, electrical deployment, aerodynamic efficiency, fuel consumption, lift and coast, traction and setup compromises all come into play. Trying to translate this gap into on-track performance terms, and adopting a conservative estimate for circuits with average sensitivity to engine power (60% of the lap time at full throttle), both historically and relying on telemetry feedback — for example by comparing the performance jump cars make on the straights when power is increased between Q2 and Q3, with everything else remaining unchanged — we arrive at a value of around 0.15 seconds for every 1% increase in engine power.

With a single ADUO step, Ferrari could therefore recover around 3 tenths per lap. If it were granted two steps — the scenario Maranello is counting on — the gain could rise to 6 tenths per lap, a value capable of radically changing its competitive position. On power-sensitive tracks such as Monza or Spa (over 70% full throttle), these values rise to 5 tenths and 1 second per lap.

It should be noted that these values concern the possible recovery of lap time over a single qualifying lap (the SF-26’s weakest point), but having a more powerful Power Unit also brings collateral advantages in the race, for example allowing higher-downforce setups without compromising top speed and benefiting tyre consumption, with tyres less stressed through corners. It also allows the car to attack and defend more effectively on the straights and to manage electrical energy better during acceleration and regeneration phases.

When could the new Ferrari engine debut?

Considering the ICE Performance Index assessment procedures, the approval of the dossier, the timing of dyno testing and the production of a unit for at least all customer teams, it is very likely that Ferrari could bring an evolved Power Unit to the track around the Belgian GP.

But is ADUO the much-hated BoP?

ADUO is, in every respect, a compromise between technical freedom and cost control. On the one hand, it prevents a power unit manufacturer from remaining stuck for years with an uncompetitive project; on the other, it maintains strong central control to avoid uncontrolled technological escalation.

After explaining the mechanism and the margins for recovery, one question remains: will this system really be enough to guarantee balance without penalising those who worked better from the start? Or does it risk becoming a mechanism that, in an attempt to level performance (BoP), introduces unfairness, new complexities and regulatory grey areas? Many of these questions will not be answered before next season; in the meantime, let us hope to see an entertaining championship without further controversy.

Also read: Ferrari, Vasseur calls for ADUO and dreams of victory for the Red car of aurea mediocritas

Also read: Ferrari, Leclerc confident: “With ADUO we can think about closing the gap”

Today we want to introduce you more closely to one of the standard-bearers of the Ferrari Driver Academy in Maranello: Swedish driver Dino Beganovic.

In an exclusive interview, Dino spoke to us in great depth about his experience with the Prancing Horse, focusing above all on a very important moment in his career: his debut at the wheel of the Red car in an official free practice session. Before getting to that FP1 outing in Bahrain, however, we wanted to ask him what it meant for him to be part of the Ferrari Driver Academy and how it had helped him in his motorsport career. With great honesty, the Swede replied: “They have helped me a lot to become a more complete driver than I was before joining. It has been, and still is, a great journey, with the support from outside helping me a lot, first of all as a person, but also as a driver.”

Dino then added: “This is the seventh season together and it is really nice to be part of this organisation and this iconic team.”

As mentioned, it was precisely at Sakhir that the young Swede had the opportunity, and the honour, to take a Prancing Horse Formula 1 car out on track in an official session during a Formula 1 weekend. These opportunities do not come around often, and being ready is essential also in order to show one’s talent. Looking back on those moments, the Formula 2 driver said: “Obviously it was very special for me. It happened in Bahrain last year and I was very nervous before then. Especially from the moment I received the call.”

“As far as I am concerned, though, from the moment I started preparing for FP1 that day I was simply focused on everything I had to do. I almost had some blackout moments during that session because, you know, you are so focused on what you have to do that you almost forget what you are actually doing. In the end it went very well and I was very happy about it. It is very special to take part in an F1 session, but doing it with Ferrari is even more special.” This sentence shows how much representing the team from Maranello is an honour, but also a responsibility. When you receive the “call”, however, you cannot turn it down, a bit like what happened to Oliver Bearman during the Jeddah weekend, when he was called up to replace Carlos Sainz after the Spaniard was forced to withdraw due to appendicitis.

On the one hand, getting behind the wheel of a Formula 1 car is Dino’s dream, as it is for all young drivers aiming to make the big step. On the other hand, doing so during a Formula 2 weekend is never ideal. Unlike in F1, where qualifying usually takes place on Saturday, things are different in the feeder category. The weekend, in fact, features only one free practice session before heading straight into qualifying on Friday, followed by one race on Saturday and another on Sunday.

Taking part in Formula 1 FP1 therefore means first completing F2 free practice, then jumping into the Ferrari single-seater, before returning once again to F2 and immediately needing to be competitive for the most important session of the weekend.

Speaking about this, Dino highlighted the difficulty of the process, especially regarding braking points, which are completely different between the two categories because, as many drivers also say, in F2 you drive at the limit of the car, while in F1 the limit you reach is not that of the single-seater, but of the driver.

“It is not easy, especially because all the references you have in Formula 2 regarding braking points, and also where to get on the throttle, are different when you drive a Formula 1 car, and then they change again when you get back behind the wheel of an F2 car for your qualifying session. It was not easy, but I think I did a good job, also thanks to my team, which had prepared some documents immediately after FP1 so that I could get back into the F2 car without too many difficulties, because I had all the references I needed in those documents, such as photos of the braking points.”

“Honestly, I have to say it was not easy, but you know, after doing it the first time in Bahrain, the next time in Spielberg, in Austria, it was much easier for me.”

When we then asked him whether on that occasion, or more generally when he is in Maranello, he had the chance to speak with Charles Leclerc and Lewis Hamilton, also asking them for advice, the Swede replied: “Obviously we spoke before and after the free practice session, but they did not exactly have any tricks to share with me. More than anything, we talked about the car, about the approach to have during FP1, but it was not about secrets, although at the same time it was very nice to speak with them before getting into the car.”

Continuing to talk about motorsport and Formula 2, we asked him to define, in his opinion, his driving style every time he takes to the track: “My driving style has always been quite smooth and fluid, both in terms of steering movements and pedals. Since I was in F4 I have been very strong under braking, and I tend to push more on corner entry, while always keeping a smooth approach.”

“This is quite advantageous especially on qualifying laps, but at the same time being gentle is useful for tyre management. This is the way I drive and normally I prefer a car that is stable on entry, allowing me to always push to the maximum.”

To conclude this long part of our conversation with Dino Beganovic, we wanted to return to where we had started: the FDA. This time, however, we focused on the relationship the Swede has with his Academy teammates. Although on track they are always rivals, once the helmet comes off they go back to being friends: “My relationship with the others in the FDA is good, it has always been good throughout the years. I grew up in the FDA. When I arrived at the time there was Marcus Armstrong, and for me he was like an older brother. Ollie was also in the Academy for a long time and we spent a lot of time together. In general, it has always been a nice way to switch off from the track. Almost all of us lived around Maranello, so we were always together.”

“Even now with Rafa, Tuukka, Alba and Nico it is very nice. We did a training camp together a few weeks ago and had a lot of fun. At the moment I am the oldest among the Academy drivers, me who was very small when I joined, the youngest of all. Yes, time goes by, but it is still a lot of fun.”

We would like to thank Dino Beganovic, the FDA and Scuderia Ferrari HP for their kindness and availability during the interview. Partial reproduction of this exclusive content is permitted provided that the author (Giuseppe Cianci) and the source Formula1.it are credited with a link to the original content.

Photo: Scuderia Ferrari HP

They stopped believing it for many reasons: the lack of infrastructure, the green car using energy that is not produced in an environmentally friendly way, and so on. Manufacturers saw a future more hybrid than electric, but the previous generation's engine designed in F1 brought with it an MGU-H that was too elaborate and expensive to be introduced into the production car market.

This is where the current regulation based on a ratio of 50% to 50% between the thermal and electrical parts comes from. With a combustion engine powered by fuels from a completely sustainable process. Initially, everyone had insisted on this report because, not yet knowing the efficiency of the new fuel, they wanted an electrical component capable of compensating for any power shortage resulting from combustion.

Fortunately, however, the new fuel has given excellent results, so much so that, from what emerges from the entries regarding ICE (we are waiting for the performance indicators that will determine the manufacturers who will be able to use the ADUO system), the power distribution already seems to be more skewed towards the thermal one.

Photo: Mercedes powertrain from 2014 to 2018

Real progress could be triggered in 2030

So, riding the wave of complaints earlier this year, on the sidelines of the Miami GP, FIA President, Mohammed Ben Sulayem specifically revealed his intention (still unofficial) to see a Formula 1 driven by a hybrid V8 engine, to get even more power from the combustion side starting in 2030.

Returning to V8s, even if hybrids, is not a utopia and this makes not only F1 fans dream, but also drivers who drive their cars on the road in everyday life. Lately, automakers have been pushing for increasingly smaller internal combustion engines: 1000 three-cylinder CCs, for example. If Formula 1 decides to reverse the trend, receiving positive feedback even from us mere mortals, we might once again hope to see a decidedly more attractive engine than a three-cylinder 1000 CC under the hood of our car.

Based on the evolution of Formula 1 (with Ferrari, Mercedes, Audi, Cadillac, Ford, Honda as manufacturers and Toyota at the door) and the market in general, the cars of the future could differentiate into three main engines: sustainable gasoline, hybrid (which could replace the current diesel) and electric. Unless further alternatives such as hydrogen and all other possible options currently available are then developed.

Cover photo: Red Bull, internal photo: Mercedes

Read also in italian language: F1, il ritorno del V8 fa sognare anche gli automobilisti

From what you'll see in the videos below, we can see a marked improvement over Red Bull (the team that has made the most progress), Ferrari and McLaren compared to Mercedes. The upgrade packages introduced in Florida brought numerous benefits to the three teams. However, there is an off-key and unencouraging note for the grill.

While aerodynamic/chassis upgrades allowed for a great approach to the W17, Mercedes not only remains in advantageous condition, but is likely to increase it in Canada when it brings its true upgrade package to the paddock. 

Ferrari expected to be able to close the gap better and knew they had not been able to close it: it was a kind of cold shower. McLaren managed to win the Sprint with Norris and secure a one-two with Piastri, a sign of their excellent potential. According to team principal Andrea Stella and his team, the best is yet to come. In fact, the second phase of the scheduled upgrade will come to Montreal, with which Woking's team believes it will go a step further.

Ferrari's hopes of recovery are reserved for the ADUO. Meanwhile, in the rear, we must note another big step forward. Alpine, now able to establish itself as the fifth force in the group.

Foto: X, F1

Read also in italian language: Occhio al gap: GP Miami 2026

McLaren, Ferrari and Red Bull are the teams that have made the most updates, but the Woking-based manufacturer is undoubtedly the one that has made the most progress. The leap in performance, thanks also to Mercedes' wait-and-see attitude (for her, the update package will arrive in Canada, the next event of the world championship), came before everyone's eyes: a one-two in the Sprint and a double podium in the race.

The team captained by Andrea Stella worked hard and didn't even finish reaping its rewards. The step taken in Miami is the result of only the first part of the developments completed in April. The second will arrive in Montreal and at that point we can get an idea of the extent of what will be the real clash between Mercedes and McLaren in the remaining events.

Different times and dynamics from 2024, McLaren still believes in the feat

In Woking, they were overwhelmed by a breath of euphoria, so much so that in Miami, Stella and Brown spoke of being able to repeat the feat they accomplished in 2024. A recovery that, despite the poor start to the season, led to the conquest of the constructors' title.

The team's expectations have a solid foundation. Certainly, the start of the 2026 World Cup, however negative (due to ongoing reliability issues), is not even close to that of 2024. McLaren is already very strong now and will certainly improve further. Which makes the whole papaya environment smile.

However, there is bad news. Today's opponent, Mercedes, is not Red Bull. And that's not to discredit the Austrian team. We live in different times, with different dynamics.

In 2024, the focus was primarily on focusing most of the development at the beginning of the year, but then declined. So McLaren did a different programming because they saw good in the work they were doing and believed in it. This year, believe us, it might not be enough. This is because, while they are grappling with a new regulation, the teams are essentially all in the same boat.

In this case, the 2026 Mercedes is not the 2024 Red Bull. The Stuttgart-based club has had a brilliant start to the season and if they make consistent updates, albeit less frequently than their opponents, they have a good chance of staying at the top. Sometimes it is forgotten that quantity is of little use, if quality is lacking.

Finally, Mercedes is not Red Bull in terms of drivers either. The results achieved by the Milton Keynes team in 2024 and 2025 (especially in 2025) have depended almost exclusively on Verstappen and it would appear that they are not experiencing the same situation in Stuttgart. Russell has had two tough weekends, but he himself says he is ready to get back on track as soon as possible. Recovering ground, for McLaren, will not be easy at all.

Foto: McLaren

Read also in italian language: La McLaren fa strani paragoni, il nemico oggi non è la Red Bull

Antonelli does more than necessary and scores many points inside the interior walls of Mercedes

The Miami GP, for Mercedes and its flag bearers, fell into the second category. Obviously the W17 is fast, the engine seems to be the current reference of the world championship, but in Florida it was not as dominant as the first three events. McLaren, Ferrari and Red Bull had made a significant package of upgrades that allowed them to bridge the gap a bit. Papaya's double in Saturday's Sprint Race and his double podium finish on Sunday are proof of this. McLaren were in fine form and, just as happened on Saturday, it was not entirely certain that a Mercedes driver would be able to win on Sunday. Especially considering the level at which Russell performed all weekend.

Antonelli did it though. The world leader, on such a complex weekend, when Mercedes decided not to make any major changes while waiting for Canada, could have even pulled the oars on the boat. Above all, given and considering the pitmate's performance. But no. Antonelli believed in it, he took centre stage by approaching his third consecutive victory and increasing the gap in the drivers' standings (20 points over his teammate and 41 over Leclerc).

Andrea Kimi Antonelli did more than necessary, kept the Mercedes afloat waiting for takeoff. The Montreal stop in Canada (22 – 24 May) will be very important in this respect. The W17 will catch up with the others in terms of updates expected after the April sto, aerodynamics and chassis. Updates that will continue for McLaren as well. The planned updates should allow Mercedes to maintain its lead, but the papaya maker is starting to prove to be a truly hostile opponent and more difficult times will come. Meanwhile, Antonelli responded to the first appeal and sent another good signal, earning many points in terms of internal leadership.

Foto: Mercedes

Read also in italian language: Prove da leader, Antonelli tiene a galla la Mercedes in attesa del decollo

Contacted by the media during the Pirelli tests, Mercedes driver George Russell, as well as one of the directors of the GPDA (Grand Prix Drivers’ Association), was invited to express his opinion on the conduct of these meetings.

The FIA appears to have found a solution to super-clipping

According to the first rumors that emerge, one of the possible interventions to avoid such massive use of super-clipping on straights is to intervene on the minimum charge value, currently set at 250 kW, with the maximum value, defined by the project as 350 kW. The idea is to eliminate the minimum limit, allowing drivers to also enjoy "small" amounts of energy to be used in charging mode anywhere on the circuit.

According to Russell, this would be a pretty obvious “Choice. This alone would avoid many problems during the energy recovery phase on the straight with consequent reduction in speed. There are other small parts of the regulation that state how to use engine power to recover energy at certain speeds. At the moment, on a very short straight, with the minimum charging limit set, there has not been enough time to go from the maximum power output of 350 kW to a super-peak. If the straight is short there is no time to do it”, reports the ‘BBC’.

Essentially, with no lower charging limits, drivers can recover energy anywhere on the track. They would always give up a little’ of top speed, but this would allow them to recover energy safely. You could have deltas of more similar speed to last year with the opening of the DRS, quantifiable at 10-15 km/h, without having deltas too abrupt even at 40-50 km/h as we saw in Japan. 

Russell looks to the future with confidence

“With the right small, appropriate changes, significant improvements in the overall driving experience can be achieved”, Russell continued, concluding his thought. “The FIA is taking very good advantage of this break, it has sought and received a lot of feedback from the drivers”.

The GPDA appears to approve the intervention plan that the Federation will make official at the end of all scheduled meetings with teams, drivers and manufacturers. According to Russell, other changes are also needed, but at least it seems to be going in the right direction. 

Foto: Mercedes

Read also in italian language: Super-clipping, la FIA vuole eliminare il limite minimo di ricarica. La GPDA approva

A few days ago, the team confirmed Ben Waterhouse's promotion to Chief Performance and Design Engineer, a role he will report directly to Technical Director, Pierre Wache.

Handkammer's intentions

A sign that the team is reorganizing, but soon, according to the latest rumors, it could lose another important player from its board: the head of strategy, Hannah Schmitz. Some think that Ferrari's interest may be behind it, but this seems to be a hypothesis that is still unfounded.

It's hard to say whether the team of Maranello actually got close to Schmitz. We don't actually know which teams are buzzing around her. Speaking on the "Two Mechanics" podcast a few days ago, former Red Bull mechanic Kenny Handkammer caused a stir towards the chief strategy officer.

From our point of view, perhaps, it was not his intention. In his speech, in fact, he limited himself to reporting the rumor of his farewell to the team, expressing instead a strong concern for his fate: “There are rumors that Hannah Schmitz will also leave. With all these people, of a certain level, leaving, how will the team reconfigure itself? This is a real headache”.

Handkammer's focus was not on Schmitz himself, but on Red Bull in general. If this farewell turns out to be true too, it would be further confirmation of the dark times the Milton Keynes team is going through.

Foto: Red Bull Racing

Read also in italian language: Il caos Red Bull si trascina con sé la Schmitz

Mercedes is undoubtedly the team/producer to beat. At the end of the Chinese GP, Ferrari team principal Frédéric Vasseur spoke of a 5-tenths gap to close with the Stuttgart-based manufacturer. At least as far as race pace is concerned. It's hard to say whether this shortcoming is just about the engine, but it's clear that from a power unit perspective they found something more at Brixworth.

Comparison between the two power units that are leading in F1

The question now is: what? And especially in which area? To try to understand this, we decided to compare the data sheets of the two power units. Obviously we didn't expect to reveal the ‘’trick’’ through this simple operation, but something interesting still emerged.

First of all, if we combine the two cards, both the ICE and ERS cards, it would appear that we are talking about two completely identical power units! If we were to exchange data, at least at the level of the stated technical characteristics, we would be dealing with the same power unit. Clearly this is not the case.

Both declare additional data and more are born. On the Mercedes website we find that ICE manages to reach 15,000 rpm, an entry absent on the Ferrari website. While the italian team claims bore and piston stroke, which Brixworth was careful not to disclose.

Builders mask ICE's power figure, that's where the 2026 challenge is played out

If they look like two identical power units, where can Mercedes make a difference? Only in energy management? Mmmm… Although the MGU-K is designed to recover up to 9MJ per lap, drivers only use part of it in race and qualifying (values that the FIA is changing from race to race, in Melbourne for example they were 8 MJ during the GP and 7 MJ in qualifying, data from Australia). With an extra 0.5 MJ in the race if they are within 1 second of those in front.

The missing data, if we look at the two technical data sheets of Ferrari and Mercedes, is the actual power of ICE! That has not been declared by either manufacturer and that is, incidentally, the value that will be taken into consideration in order to carry out the ADUO assessments. The only actual power value we have available is the 350 kW declared for the ERS.

The interesting thing, however, is that the data regarding the power of the heat engine are not that it is not there, they have simply been masked, masked. By the way, from both Mercedes and Ferrari. Both manufacturers speak of a maximum fuel energy flow rate of 3000 MJ/h. A fact expressed in this form can say a lot and say nothing. Those who pay more attention to units of measurement will notice that this value is nothing more than an indicator of the maximum power that homes can extract from fuel at its maximum energy flow rate. Pure power, free from all loss. Not to be confused with useful power.

Starting from this consideration, by carrying out a rapid conversion, we deduce that the fuel could reach the value of 830 kW at its maximum energy flow rate. A very high value which, however, due to the losses of the Otto cycle system, absolutely must be reduced. In the past it regulated the efficiency of ICE was around the value of 50%. Extremely high efficiency for a combustion engine, achieved over time and which therefore no one is yet able to achieve at the moment.

The disarming aspect of this story is to have understood, from the rumors circulating these days, that the Mercedes engine is already working at values close to that efficiency.

Halving that 3000 MJ/h by 50% would mean reaching about 415 kW of power from ICE. This shows why the FIA has limited the power of the internal combustion engine to 400 kW for the 2026 season (i.e. an efficiency of 48%).

Furthermore, we can say that the calculations we carried out hold up under the hypothesis that the teams are actually already capable of reaching that value of 3000 MJ/h given by the fuel at some stages of the race. This may be a goal that has not yet been achieved, but which they hope to achieve (this will also depend largely on the development that will also take place during the year on fuels). Ultimately, the challenge for engine manufacturers for the current season will therefore be to try to get closer to that value of 400 kW. That is, since the manufacturers declare the same energy flow rate as the fuel, the game will be played on who can have the most efficient ICE present on the F1 grid. Getting as close as possible to that 48% return.

And can you guess what factors influence efficiency?

- Temperature and pressure in the combustion chamber;
- Combustion quality;
- Compression ratio;
- Thermal and mechanical losses.

Obviously, manufacturers cannot at present reveal the exact figure for useful power from ICE alone. This is the value that the FIA will take precisely to establish which of the manufacturers needs further development to achieve Mercedes' performance more quickly via the ADUO system. Only then can we make more precise assessments. 

We have only mentioned the manufacturers competing at the top, but it is clear that the reasoning made also applies to Audi, Red Bull Powertrains, Honda and from next year it will also apply to Cadillac.

Cover photo: Pirelli, internal photo: Mercedes, Ferrari

Read also in italian language: Mercedes e Ferrari puntano al 48 per cento di rendimento, la FIA definisce l'obiettivo

In those years, it only took one button to use 'party mode' in qualifying and racing to have this surplus of power. But now, in 2026, can Mercedes really still have fun with a ‘party mode’? No, or rather, the W17 does not have a button to activate it with (at least according to the information we have). Hamilton's accusation at the end of qualifying for the Chinese GP is undoubtedly a provocation. But there's something underneath. If the other teams take a step forward in qualifying between Q1 and Q2, Mercedes manages to make a clear leap forward, in terms of performance, both between Q1 and Q2 and between Q2 and Q3. What could it be?

Mercedes does something strange during qualifying

As far as we are concerned, let's consider excluding the electric/hybrid part of the engine. The FIA records both input data, that is, energy recovery data, and output data. During the qualifying lap it is possible to use a certain amount of energy defined from race to race by the FIA, generally different from that which is then used in the race, with 0.5 MJ more coming from overtaking mode if you are less than a second from the car in front.

Top 3 Chinese GP qualifying: poleman Antonelli (Mercedes) alongside Russell (Mercedes) and Hamilton (Ferrari)

Hamilton isn't a driver who talks so much to talk, so where could Mercedes get more out of it? Maybe from the heat engine and the use it makes of it. The compression ratio is certainly a topic on the FIA table and from 1° June new checks will take place to try to better understand what is happening inside the Mercedes ICE (thermal part). But it's not the only thing. It could also be a discussion about mappings or a mode used only in qualifying (for a few laps) to avoid stressing the engine too much.

If what Lewis Hamilton says is true, alluding to ‘party mode’ implies that you can count on a mode or mapping that can be activated at will (with the necessary limitations). The data tells us, at least as far as qualifying is concerned, that it is not something that drivers activate, but that they always have in their possession, which they can always draw on during official testing. Which they unlock by advancing from session to session, but which they have as a dowry.

This actually fuels rumors about the compression ratio, but it could also be something else. What it is, we have not yet been given to know. The thing is, there's something. The gap to the opponents is too wide. Hamilton, on the other hand, was their driver and if he talks, it's not just to get air in his mouth.

Cover photo: X, Mercedes; internal photo: X, Mercedes 

Read also in italian version: Mercedes: il party-mode è una provocazione, ma Hamilton sa quel che dice

Beware the 2026 gap - From Australia to China - Team

At the moment we have data from only two races available. So it's still pretty simple. Compared to Australia, Mercedes are still the team that remains top of the qualifying group, although the gaps have been significantly narrowed compared to the other cars. If you only consider Ferrari, the Italian team went from 8 tenths behind in Melbourne to 351 thousandths behind in Shanghai.

The teams may have been helped by Russell's inability to perform, who experienced technical problems during the third quarter, but the visual effect leaves no room for interpretation. All teams made a clear leap forward. All except Red Bull and VCARB, who instead withdraw. The manufacturer Red Bull Powertrains-Ford had been hit by some breakdowns and technical problems in Australia (Verstappen out in qualifying, Hadjar out with the engine on fire in the race). It could also be that the new engineer chose to safeguard the power unit a little more this weekend, at the expense of performance, to avoid further problems.

Beware the 2026 Gap - From Australia to China - Drivers

As for the driver-by-driver situation, in addition to noticing an approach by Ferrari and McLaren to Mercedes, we can notice some differences in the battles involving teammates in the pits. Antonelli beats Russell to take his first career pole at the age of 19 years, 6 months and 17 days. Thanks to these numbers he becomes the youngest driver of all time to have achieved this feat. 

Looking at Ferrari, Hamilton beats Leclerc by just 13 thousandths. While everything remains unchanged regarding the internal comparison within the McLaren team. Piastri secured a resounding 2-0 victory, finishing ahead of teammate Norris each time. In Australia unfortunately, due to an error/problem in the verification laps, Oscar was unable to even take part in his home GP and was unable to do so in China either due to problems with his car before the start. Norris in Shanghai shared the same fate. Verstappen beat teammate Hadjar by just over a tenth, but remains 9 tenths behind the time of Italian Andrea Kimi Antonelli. 

Cover photo: Pirelli

Read also in italian language: Occhio al gap: GP Cina 2026

In China, only the data that emerged from telemetry were discussed. If we look at public data, which can also be consulted by going to ‘Gp-Tempo.com’, we realize something strange. Mercedes' telemetry data, looking at the graph showing the speed values, becomes linear in some areas preceding the outages, as if simulating a constant speed. It's not about that. 

Media Harakiri for Mercedes

According to rumors circulating in the paddock, Mercedes not only hides the data from the public, but also hides the way she practices super-clipping. 

Telemetry data from 'GP-Tempo.com'.

Mercedes is probably just trying to listen to its know-how, but this way of working only fuels the criticism leveled at it. In Australia, Russell hid most of the data, while in China this behavior was noted on both Antonelli's number 63 and number 12 cars. 

A good media harakiri. Mercedes' intentions are probably more to maintain the lead than to worry about these things.

Cover photo: X, Mercedes, internal photo: GP-Tempo.com

Read also in italian language: Mercedes si nasconde e fa harakiri, in Cina non si parla d'altro

If you read the FIA regulations, we are talking about two levels:

a) Those between 2 and 4% below the ICE Performance Index will be eligible to:
       1 – An additional approval in the current year;

       2 – A further approval the following year.

b) Those more than 4% behind the ICE Performance Index will be eligible to:
       1 – Two additional approvals in the current year;

       2 – Two additional approvals the following year.

Let's play a fantasy game

So far so good. 2% or 4% seem like small numbers. Let's play a fantasy game. Do we want to do a quick calculation to see how much they match if qualifying times were taken into account?

At the end of the Australian GP Q3s, many complained about the excessive difference between Mercedes and everyone else. Red Bull, Ferrari and McLaren were about 8 tenths behind the leader. You're going to say so much. Yes, that's a lot, but which ADUO group would it fall into? The first or the second, or neither? Let's do a quick calculation.

Russell set the pole lap in 1'18’’518, while Hadjar set the lap in 1'19’’303 and Leclerc in 1'19’’327.

If we convert Russell's time to seconds, or 78.518, and apply the 2% margin, we get a time of 80.088. This is 1'20’’088. While if we apply the 4% margin we get 81.658. Which equals 1'21’’658 (here is the summary of qualifying times).

Therefore, by taking the qualifying standings in Melbourne, Ferrari and Red Bull would not even be in the first group (between 2 and 4%). To find the first manufacturer that would fall into the first band (between 2% and 4%) you would have to go down to Q2, Audi. While Honda would fall in the second.

Performance measurement will be done on the power

Fortunately, qualification is not one of the elements that the FIA will take into consideration when evaluating each manufacturer's engine. The data he will undertake to verify is the performance index, which depends on the power that the engines are capable of generating. Lap time is nothing more than a combination of power delivery and aerodynamic efficiency. The real times obtained by the cars are invalid. This article started as a trap to avoid making you fall into a possible mistake.

Of course, timing will not be taken into account, but it can equally be an indicator. Drivers like Ferrari and Red Bull will struggle to get back on the first ADUO steps, despite an 8-tenths gap in one lap.

The first FIA check-up will be carried out in Miami and will be based on the average of the top 5 GPs. We will therefore have to wait until the first weekend in May to obtain the results of this report.

Cover and internal photo: Red Bull Racing

Read also in italian language: ADUO presenta dei limiti, i costruttori già si lamentano

‘Beware the gap’ was born with the aim of restoring the distance of each team from the leader. The idea was born to create a simple relation between teams, taking qualifying performances and making them vary from race to race. We later thought about extending the idea to pilots as well. Hence two different images to give you the exact photograph of what happened in qualifying.

Team Comparison - Australia Qualifiers 2026

Being the first race of the world championship, we limit ourselves exclusively to explaining to you how it works. We put the teams in last season's order. This way you can see from race to race how the values on the field will change compared to both the previous GP and the past world championship.

Drivers' Comparison - Australia Qualifiers 2026

We will do the same with the drivers. The drivers are arranged in pairs in the same order as the stables. The name listed below (in this case Verstappen, Sainz and Stroll) did not run travel times due to technical problems/accidents. 

You may already have a surprise from China, but obviously we don't want to ruin everything for you.

Cover photo:: X, F1

Read also in italian language: Occhio al gap: GP Australia 2026

Ferrari had publicly highlighted the problem last season, at the FIA tables. Mercedes, however, despite everything, decided to adopt a larger turbine to have greater reliability and efficiency in the race, with the result that starts, with traffic lights going out within a set delta time, would be much slower than those of Ferrari-powered cars.

For the Federation, the safety aspect related to starts (cars that are too slow are a real barrier for those who start better from behind) included only two solutions: either start the slower cars from the pit lane, or help them have a start similar to that of the SF-26. So the FIA, just days before the Australian GP, announced it had opted for the latter option, increasing the drivers' time before the start, thus increasing the number of laps and solving the turbo-lag problem. This decision penalizes those who achieved better results. In this case the house of Maranello.

Complaining is pointless, we need to propose alternatives

After the FIA issued its decision, team principal Frédéric Vasseur had many kind words about Ferrari not sharing the position taken by the Federation, but first? What happened from the Bahrain tests in Melbourne? Nothing. Or rather, he may have complained, but did he propose alternatives, did he propose solutions?

Charles Leclerc at the wheel of the Ferrari SF-26 in the pit lane of the Albert Park circuit (GP Australia 2026)

It was clear that the FIA would never agree to start eight cars from the pit lane, if not more (Mercedes, McLaren, Williams and Alpine, if there were no other drivers). Complaining is pointless, we need to propose alternatives.

We, for example, have developed one, that of effectively constituting a double grid, that is, zone A and zone B. Obviously, ours is a similar real proposal that probably would not have been accepted anyway. But at least it's an alternative. Sometimes you just throw the hook and see if someone takes the bait (quote from a Robin Hood movie).

Even our bizarre proposal would have been quite simple to implement. To avoid penalizing those who worked better while remaining in compliance with the regulations, it would have been enough to do three things: distinguish between fast and non-fast cars, carry out qualifying as was done today and subsequently from that classification, slide the slower cars downwards, to form grid B, while those that have no problems starting would have started forward, in grid A.

This alternative may seem absurd, but at least it respects all the sound principles of sport: safety (if those in front start quickly, they have no impediments) and meritocracy. Ferrari, despite having worked well and within the limits of legality, loses a technical advantage it had acquired and which no one will give back to it by now.

Cover photo: X, Ferrari, Internal photo: Ferrari

Read also in italian language: Doppia griglia: la proposta mai fatta dalla Ferrari

From a practical point of view, there are three terms that should never be confused (we say this because it is very easy to be wrong). 

Active aerodynamics (usable in ‘’straight mode’’)

First, let's start at the base. In Melbourne, active aerodynamics debuted last week. From 2026, the cars will feature movable front and rear wings that open in a straight line (where permitted) to reduce aerodynamic drag, reduce stress on the powertrain and reach higher top speeds. Attention!! Active aerodynamics can always be used during the GP, during every single lap. So it's not a system that will help you defend yourself or attack. There is, it just allows you to be faster and use it.

In which areas of the track is it used? The FIA will define the points where it can be activated on a race-by-race basis. In Melbourne, for example, it was used in 5 zones for straight mode under normal grip conditions (dry track), which drops to 3 zones under low grip conditions (rain or other weather events that reduce grip; for example in Sakhir the wind helped bring sand onto the track, an element that reduces grip).

In the photo you have a complete picture of the areas in question. In red are the areas that are activated under normal grip conditions, while in blue are those with low grip. If you notice that the areas in blue are also shorter than those in red for areas A1, A2 and A3.

Energy Management – Difference Between Boost and Overtake Modes

The energy management part is the most difficult to understand. First of all, Boost and Overtake modes are not the same. In both cases, drivers require more power per power unit, but in different quantities and modes.

Boost

The Boost is always available, at every lap. The driver may use the Boost at his or her discretion for both attack and defense. When using it, it relies on all the energy from the combination of heat and electric motor. The only limit here is the amount of energy the MGU-K manages to recover during a lap: 9MJ (but it's not easy to always manage to reach this value, the real challenge lies here as far as the drivers are concerned). Of these 8.5 MJ can be used, in theory, via the Boost, constantly at each step and regardless of the point on the path. The FIA limited the value of energy to be used to 7 MJ in qualifying and 8 MJ in the race.

Overtaking Mode (Override) – The DRS Substitute

Overtake Mode is the true heir to DRS. If the next driver is within one second of the one in front, he will be entitled to an additional 0.5 MJ to spend on the next lap.

If we look at the map of Albert Park for example. The detection point and the activation point (in green, of the OM) are positioned sequentially in curve 14. By being in Curve 14 less than a second away from your rival, you will essentially have 0.5 MJ more to spend on the next step. The difficulty lies right here: if you want to use Overtaking Mode for two consecutive laps, assuming you have the right to do so in terms of gap, the driver will have the ability to recover up to 9 MJ to meet engine demand. 

Power delivery between Boost and Overtake Mode follows two separate functions

The power delivered will be managed by the control unit and will be supplied following furmule with a trend of this type:

P = C(v) − d(v)×v; P is the power measured in kW

C and d are constants that vary greatly depending on the speed and mode of use between Boost and Override. The constant d is in turn also multiplied by the instantaneous speed (v) of the car. Obviously there is the control unit that keeps track of everything. The pilot simply has to ask for more power. We decided not to go into too much detail by including the C and d values in the equation, because, from what we understand, the Federation reserves the right to change them from GP to GP depending on the expected difficulties in overtaking.

Cover photo: X, Ferrari; Internal photo: FIA

Read in italian language: La sostanziale differenza tra Boost e Overtake Mode

Bahrain's nomination and logistical difficulties

M. Sassara: The first test session took place with the strongest compounds of the lot, C1, C2 and C3, which represented the nomination for the 2025 Bahrain GP. For the second one you made all the compounds available. We noticed a preference for C2, C3, and C4, with someone still choosing the sets of C1 and C5. Could this be an invitation from the teams to bring a softer compound this year?

M. Isola: “Actually, each team made very different choices from each other. In fact, there are those who went softer, but there are also those who remained focused on the compounds that will be brought into competition. Historically in Sakhir we come with C1, C2 and C3, so it is clear that teams in Bahrain try to bring home as much information as possible about these three compounds. However, they have carried out different programmes. There are those who preferred to bring C2, C3 and C4, but there are also those, like Cadillac, who chose them all because, being a new team, they wanted to have data regarding all the compounds to understand how they work. Clearly C5 was not developed for Bahrain. C5 is a compound that will work here and it won't work. The softer compounds were the last to be approved. We had waited for the last tests of 2025 to verify them. We had agreed with the teams to provide them with the toughest in the range, which had been defined in advance. We started production quite early considering the three test sessions and five non-European competitions, which involve a greater expenditure of energy and logistical preparation time than European general practitioners. There is also the theme of the Red Sea that can no longer be crossed. Logistics has become a nightmare. The tires start from the sea and must circumnavigate Africa. It took three weeks longer than normal. This means we had to produce. The tires for Australia, China and Japan in record time, while we were producing the ones for testing. Soon after we had to start producing compounds for Bahrain and Jeddah. This year has been really tough. Not that other seasons are a walk in the park”, he concluded jokingly.

In the image we have Mario Isola, director of motorsport Pirelli, in the foreground, while in the small box, starting from the left, the director of Formula1.it, Daniele Muscarella and the editor Marco Sassara.

Desert Wet Test, Isola: "Sometimes you have to have courage."

M. Sassara: And these settle in the wet in the Bahraini desert? Can you tell us something more? (The test has been cancelled due to recent incidents in Bahrain).

M. Isola: “Our crazy idea. We have talked about this many times. We wanted to do a test on a high-stress track. The circuits in which we tend to carry out wet tests are of low severity. Let's talk about the short Paul Ricard, Magny-Cours, Fiorano… They are all three of low severity. This leads us to develop a product that can work well on a similar track, but then exhibits overheating and degradation on tracks where degradation tends to be most stressed. We wanted to find a system. We thought about it, we took a telephone photo in the rays of Bahrain, which I thank because they are all very cooperative. I thank Shaikh Salman bin Isa Al Khalifa (CEO of the Bahrain International Circuit, ed) and Sherif Al Mahdy (CCO of the Bahrain International Circuit, ed). I told him, ‘I'll throw you a little’ crazy idea. Could you arrange a wet test for me there?’. They thought about it and came back with a certainly new and revolutionary idea that will allow the entire circuit to be wet. We'll see if with the hose and irrigation system they've designed, they can ensure consistent humidity that will allow us to test. We said to ourselves that you have to have courage in life. Sometimes you have to try”.

The companies that had made themselves available were “McLaren and Mercedes”, whose tests were due to take place between February 28 and March 1°. On this occasion, Pirelli was supposed to test a new compound that Isola defined as “Super Intermediate” during the winter sessions. A compound capable of adapting very well from humid conditions with light rain, up to almost completely humid conditions.

We thank Pirelli and Mario Isola for their friendliness and helpfulness in the interview. Partial reproduction of this exclusive interview is possible after citing the author (Marco Sassara) and the formula1.it source with a link to the original content.

Read also in italian lagnuage: Esclusiva Pirelli - Test bagnato nel deserto, Isola: «La nostra folle idea»

What has amazed most, however, are the innovations introduced on the track in the last week. Both because of the introduction of Flick Tail Mode (FTM), an idea that no one will be able to easily copy (because it was reasoned with all the disorder of the rear elements in mind), and because the Macarena Wing (the mobile flap, so called by the Italian team, capable of rotating backwards by about 270° functions).

The risks of having to talk about a self-harming decision

Ferrari's decision to use the mobile wing, however, is creating mixed reviews: the italian team, after testing the solution for a handful of laps on Thursday morning (during the last session of test), according to rumours circulating in Sakhir, has temporarily decided to shelve the solution without revealing the event in which it will debut. And this despite the winger having already received FIA approval.

The decision obviously created a division within our editorial staff as well. On the one hand, there are those who believe it was logical to do a test before Melbourne. This certainly allowed us to analyze the data, verify that the solution was also mechanically robust, and then calmly reason about the location of the debut.

Others, however, argue that presenting a similar innovation, proposed by everyone (including us, read here) as a smart solution capable of offering a significant advantage on the straight, and then not yet being ready to make it available to drivers, could represent a huge misstep in the world. It could simply allow opponents to implement and improve the solution on their cars as well, essentially losing an advantage in the early rounds of the world championship.

When Mercedes introduced the DAS in 2020, the Stuttgart-based manufacturer was immediately ready to have it in the car and, incidentally, would also have time to think about how Ferrari is doing that year. On that occasion, rival teams spoke of the need for six months of study just to define a prototype to be brought to the track. In the case of the Macarena Wing, the timing is very different. While the advantages may be negligible in Melbourne due to the short straight sections, having or not having the car fitted to the car could already make a difference in China.

There are still 3 weeks to go in Shanghai and also 5 to go to the Japanese GP. Could it be long enough to see the Macarena Wing appear on other cars as well? Probably yes. At that point what advantage would Ferrari have had in presenting him in the Bahrain tests? Virtually none, on the contrary… In that case we could even speak of a rather self-destructive decision.

At this point he would have done better to test her in free practice in Melbourne. Eventually, given how much he used it in testing (5 laps), he would find time to test it during the championship as well.

Cover photo: Ferrari, Internal photo from that video: X, F1

Read also in italian language: Dubbi sull’innovazione Ferrari: la scelta che divide

Spins needed to prepare for qualification

M. Sassara: Many believe it will take two preparation laps to get the most out of these cars during the qualifying lap. What aspects will the pilots have to pay attention to during this delicate phase?

M. Isola: “The topic of preparing for the qualifying lap is not so much about recovery, but about energy saving. Qualifying is a living topic, which will be very present on low-stress tracks or where there will be a wide delta between the front and rear axles. Baku comes to mind, but there will be more during the World Cup. While the rear axle is constantly generating energy through traction, it is difficult to heat the front axle precisely because of its low-stress nature. What does this mean? On the exit lap until 2025, there was a tendency to push harder to bring the front tires to temperature without overheating the rear ones, they balanced the two axles and when they started the push lap they had the 4 tires at maximum grip. Today it is possible to bring the 4 tires to maximum grip, but this comes at a cost equal to part of the energy required during the push lap. Therefore, performing an exit turn and a preparation turn allows you to gradually bring the tires to temperature while managing the energy. For this reason we believe that on some tracks there will be a double lap before pushing for the qualifying time. You must have both the rubber in temperature and the battery charged."

M. Sassara: It's basically about working synchronously on the battery and the front of the tires for two laps, right?

M. Isola: “Yes exactly. Then they will try to figure out what the best system is. You can also push a little’ more into the external circuit, bring the rubber to temperature and then in the preparation round manage the temperature and at the same time recharge, which is a little’ what you were assuming. The ideal system is not yet clear to us and it is not up to us to look for it. What we can say is that it probably won't be the same on all tracks. If we take Silverstone, for example, in decent weather conditions, we are talking about a track with a lot of lateral load, where it is not difficult to bring the front axle to temperature. There's no need to create this situation, so on tracks like Qatar and Silverstone, it's very likely that with one round of outs you already have the most ready tire”.

In the image we have Mario Isola, director of motorsport Pirelli, in the foreground, while in the small panel, starting from the left, the director of Formula1.it, Daniele Muscarella and the editor Marco Sassara.

Tire management: Isola responds to Alonso: "No one will use the 2025 cars"

D. Muscarella: Will tire sizes, because they will be smaller than last year, have more problems maintaining temperature?

M. Isola: “No. We have seen that the performance is not far from last year's. Especially the car works differently. On the straight you have a lower load on the straight, which allows for higher speeds, but then at the corner the load is there. So the energy in the corner is there and it affects the smaller tire (the front one, ed.). We have worked carefully to reduce overheating without penalizing degradation. We've already reduced granulation, so if we tried to reduce degradation too much the risk was of making single stops in most races and that's not what we want. The idea is to always ensure a mix at the strategy level”.

M. Sassara: Taking as a starting point the words released by Fernando Alonso (Aston Martin driver), after the first test session, with the drivers having to be careful when cornering to save, or rather not consume energy, could this benefit the tire management? Not having to stress her too much.

M. Isola: “Yes, it's just a different situation than last year. Braking, cornering, cornering… All of this we're talking about will then have to be evaluated. What I can tell you with the information we have today is that the data collected last year with mule cars we have been able to confirm quite well. I personally had doubts about that. So, as a mixing behavior, front-rear balance, particular effects like graining, which we haven't seen, blisters, which we haven't seen, we are satisfied. We redefined the entire rubber profile, the footprint on the ground so that there were no temperature spikes that could generate blisters. The delta time between the compounds is also another data that we were able to confirm. On degradation, a question mark remains. In testing, it's logical that the teams don't want to find out, but we've seen some’ degradation and we'll only see the impact this will have on strategies during the race. Going back to what Fernando (Alonso, ed.) said, it is clear that it is a different way of driving the car, no one will drive the 2025 cars instead of the 2026 cars. There will be a levelled situation on another approach to driving and cornering. There are so many things that change. When they close the SM, the unloaded wing immediately loads, so that phase also impacts the tire. Then the braking comes right after. There are many aspects that we like Pirelli are also studying and understanding. How will tire stress change between dry and low grip conditions? That is, in wet conditions and in low grip conditions. When the de facto system will not be used, except partially on the front wing. It will stay loaded a lot in the back, while in the front it will unload a little’. Will there be changes at the budgetary level? Probably yes, but it has to be understood. For example, mule cars did not provide the opportunity to simulate this effect”.

Forces on the pitch, Pirelli's feelings

D. Muscarella: Without naming names… Based on the data received from the teams, will there be substantial differences in rubber management between the various teams?

M. Isola: “There was a big difference in the simulation data received in June 2025, we have several gates. Based on the progress made by the teams with the model, we then receive simulations. These differences were then significantly reduced in the December 2025 simulations. This data helps us define, get a first idea of tire prescribing, and start thinking about the selection we need to make for primary care physicians. The data therefore tend to converge. We have already seen an approach. Will there be time zone differences on the ride? YES. My feeling is that there will be groups. We're seeing teams that represent the best teams, the midfield and someone who's fighting a little’ harder. But within the groups they are all quite close”.

We thank Pirelli and Mario Isola for their cordiality and helpfulness in the interview. Partial reproduction of this exclusive interview is possible after citing the author (Marco Sassara) and the formula1.it source with a link to the original content.

Photo: Formula1.it

Read also in italian language: Pirelli, Isola in esclusiva: «Team divisi in gruppi. All'interno tutti molto vicini»

Let's start right from the days when drivers scored in 2025. If we look at poleman Oscar Piastri, in his McLaren in Q1 he had lapped in 1'31’’392, in Q2 in 1'30’’454 and in Q3 in 1'29’’841 in C3. If we then consider Leclerc's time on SF-26, 1'31’’992 at 6:31 PM local time on the third day, from this perspective the situation looks rosier than expected. Especially considering that Antonelli's Mercedes W17 was the second fastest car and ran 1'32’’803.

Let's analyze the times for what they are

The No.16 Ferrari, however, was the only one of the team's best cars to feature the softer C4 tyres used compared to Mercedes, Red Bull and McLaren. So strong yes, but was it a bluff? No, Leclerc also deserved to be the leader because he had scored an excellent 1'32’’655 with the C3 compounds around 5.45pm local time.

The performance is there and came on merit as Leclerc sought it and wanted it by fitting 8 sets of new compound, between C3 and C4, simulating qualification.

The others limited themselves to using the C3, as envisaged by the 2026 Pirelli nomination. Like last year, although the tyres have changed due to regulations, we will have C1, C2 and C3. The sobering thing, though, is that no one else insisted so much on the fastest lap. Only Leclerc had the courage to do it. Verstappen, on the third day, listed just a few things, but nothing sensational. Mercedes, Red Bull and McLaren completely snubbed Friday's qualifying test. Piastri and Antonelli finished the session with a time on the second day.

At the start of the season, such fast cars were not expected, so the work done by Ferrari is undoubtedly promising. It remains to be seen, however, where the other teams will position themselves when they too begin to get serious.

Cover photo: Ferrari, Internal photo: Pirelli

Read also in italian language: Test Bahrain - Analisi top team: la Ferrari in testa non è un bluff