Ferrari ended 2025 with a familiar problem: enough speed on certain weekends, not enough control of performance across a full season. The reset for 2026 changes the size of the target. New chassis rules, active aerodynamics, and a power unit with far more electrical influence mean teams win by delivering a stable platform that produces repeatable lap time, not a car that spikes when conditions line up.

Barcelona was the first public stress test of that reality. Ferrari ran significant mileage, then immediately pivoted into analysis and decision-making for what comes next…

The Barcelona message: mileage first, answers second

The early running at Barcelona carried the normal mix of systems checks and data gathering, yet the tone from inside the team was clear. The car running is the easy part. Turning the numbers into direction is where seasons get won or wasted.

Ferrari team principal Fred Vasseur put that plainly after the shakedown: “Now, after we have run the car, we are going to start a very intense period. We have the results, but we need to analyse and to decide what we are going to do for Bahrain and for the first race, but also for the future. It is a huge challenge.”

Vasseur also underlined how compressed the schedule feels once the first real data arrives: “I think we all started on the projects for 2027 and 2028 already, but to close the gap, we need to work hard, and it is not coming for free.”

That is the reality of a regulation reset. Every test lap does two jobs at once. It shapes the opening races, and it pushes development choices that echo for seasons.

Charles Leclerc described the same dynamic in practical terms, without trying to sell anyone a fairy tale: “So yeah, excitement but apart from that not so much more, I mean it’s still very, very early days.” He added: “Just really looking forward to seeing what we’ll learn in Bahrain and just focus on ourselves for now.”

Lewis Hamilton, after his first serious look at the new era machinery in red, focused on the driving characteristics and the direction the rules are pulling the cars: “It’s definitely the most fun I’ve had in a long time. It’s oversteery and snappy and sliding and challenging.”

Those comments hint at what engineers are wrestling with in 2026: cars that move around more, drivers who can lean on the rear less, and lap time that depends on platform control plus energy deployment discipline.

The 2026 reset: why it rewards stability over peak

The headline changes are obvious: smaller cars, lower drag targets, active aero, and a more electric power unit. The subtler effect is what decides competitiveness. The window for a fast lap becomes narrower when teams chase drag reduction and electrical energy management at the same time. You can build a car that looks quick on a single lap and still bleed lap time through tyre temperature drift, ride height sensitivity, or inconsistent energy deployment.

In this ruleset, every lap is a compromise across four linked variables:

1. Aero load that shifts as the car changes attitude
2. Mechanical balance that must stay readable through corner entry and traction
3. Electrical energy use that can decide straight line speed and corner exit drive
4. Cooling and reliability margins that stop you deploying the intended modes for long stints

Ferrari’s route back to the front is not about a single breakthrough part. It is about engineering a package that produces the same balance on cold mornings, hot afternoons, low fuel, high fuel, and in traffic.

Priority 1: Correlation and a wider operating window

If the track data does not match the simulator and tunnel, development becomes guesswork. That is how teams spend half a season building the wrong car, then spend the other half trying to undo it.

In 2026, correlation is tougher than in recent years. Active aero means the car has multiple aerodynamic states. Each state interacts with ride height, pitch, roll, and yaw. You are no longer validating one downforce curve. You are validating a set of maps, and each map needs to match reality across a range of speeds and car attitudes.

What this looks like in practice is a heavy focus on repeatability:

• Constant speed runs to build clean aero pressure traces
• Back-to-back configuration changes to isolate one variable at a time
• Longer steady stints to see how tyre temperatures shift as the balance moves
• Checks on aero balance migration through braking zones and on throttle

The goal is not a headline lap time in January. The goal is a model the team can trust when it chooses development direction, and when it decides which upgrades deserve production.

Priority 2: Floor, suspension, and active aero working as one system

The 2026 car concept pushes teams toward efficiency. That sounds neat on a presentation slide. On track it becomes a fight to keep the floor working, keep the tyres in the right state, and keep the active aero transitions from unsettling the car.

A driver feels this as instability at the worst moments: braking, turn in, and the first phase of throttle. Engineers feel it in the data as oscillation, temperature spikes, and inconsistent corner to corner balance.

Ferrari’s technical task here is integration, not invention. The floor performance depends on ride height control. Ride height control depends on suspension geometry, heave behaviour, and damping. Active aero state changes then alter load distribution, which changes tyre slip angles and thermal build.

The teams that get this right tend to show the same traits:

• Stable brake platform, minimal pitch surge on initial pedal
• Predictable rotation without a sudden rear step
• Traction that does not overheat the rear tyres inside a stint
• Aero balance that does not swing wildly when modes change

Hamilton’s description of the cars being “oversteery and snappy and sliding and challenging” is a warning and an opportunity. The teams that tame that behaviour without killing speed will separate from the pack.

Priority 3: Energy management as lap time, not a footnote

Leclerc flagged the defining theme of this era in one line: “Especially with this energy management that is so much more important compared to the past.”

When the electrical side carries more of the performance burden, the lap is no longer a simple story of brake later and carry more speed. It becomes a budget problem. Use too much electrical energy early and you pay later. Harvest too aggressively and you lose time in the wrong corners. Get the blend wrong and the car becomes unpredictable at corner entry or on throttle.

This forces teams to design and calibrate the full chain:

• Brake-by-wire behaviour that produces consistent harvesting without upsetting balance
• Rear axle stability when harvesting adds deceleration outside the brake pedal input
• Deployment profiles that match corner sequence, not just straight line length
• Cooling capacity that allows the team to run the intended modes across a race distance

On a 2026 weekend, engineers will be chasing usable performance, not absolute peak. A driver who trusts the energy delivery can commit earlier on throttle. A driver who does not trust it drives with margin, and margin is lap time.

Priority 4: Operational discipline that stops points leaking away

A regulation reset usually compresses the field. When that happens, weak execution becomes visible immediately. A slow stop, a confused call, a failed sensor, a rushed upgrade that is not validated, any of it can turn a strong car into a midfield result.

Vasseur’s “very intense period” line is not theatre. It is the reality of deciding what goes to Bahrain, what stays on the rig, and what gets redesigned before it reaches the car.

Operational strength in 2026 is built through boring work:

• Clear test plans that prioritise answers, not lap time theatre
• Build quality that prevents small leaks and electrical faults from killing running
• Pit lane process that runs the same way under pressure as it does in practice
• Upgrade discipline so the car arrives with parts the team understands

Ferrari has the driver line up to exploit a strong platform. It still needs to reduce self inflicted losses that turn podium pace into fourth or fifth.

What Ferrari can control before Bahrain Testing

The next phase is about converting Barcelona into choices. That means identifying what was reliable, what was repeatable, and what produced performance without triggering instability.

The useful questions Ferrari will be answering are specific:

• Which aero mode transitions produced the smallest balance shift?
• Which ride height range kept the floor stable through braking and traction?
• Which energy profiles gave the best lap time over a stint, not one lap?
• Which cooling and electrical margins allow the team to run the intended modes?

That work then feeds the Bahrain testing programme, where track conditions and longer runs tend to expose the real strengths and weaknesses earlier.

Ferrari can get back to winning ways in 2026 if it builds a car that stays predictable through aero mode changes, keeps tyres in range across stints, and turns energy management into repeatable lap time rather than a constant compromise.

Analysis for this article was provided by Betway; early F1 betting markets tend to rate Ferrari behind McLaren and Mercedes heading into 2026, and Ferrari can only shift that by delivering results once the season starts.

Atlassian Williams F1 Team today officially unveiled the racing livery for its 2026 challenger, the FW48, revealing a new look for the team in Formula 1’s all-new regulations era.

Drivers Alex Albon and Carlos Sainz joined Team Principal James Vowles to present the striking design to the 1,200-strong workforce at Grove who have poured tens of thousands of hours into preparing for the season ahead.

The 2026 livery has been designed to match the team’s bold intent as it transitions to a new era as Atlassian Williams F1 Team, a name reflecting the team’s sole purpose to race and win at the pinnacle of motorsport.

The FW48 is flooded with a vibrant gloss blue, a colour that is unmistakably Williams and reflects the strength of our title partnership with Atlassian. This is contrasted with a flowing section of black, sweeping from the chassis side through to the rear of the car, which is framed by an iconic red and white keyline, a feature of championship-winning Williams cars like Nigel Mansell’s FW14B and Damon Hill’s FW18 which celebrates its 30th anniversary this year.

The most striking evolution of the livery comes from the introduction of white across the sidepod, front wing and rear wing – injecting energy and movement into the design and amplifying the presence of our partners across the car.

Atlassian Williams F1 Team’s new look was revealed hours after the announcement of a major new global partnership with Barclays, the latest vote of confidence in Williams’ determination to return to the front of the grid. Over the past fortnight the team has also welcomed Anthropic, BNY, Wilkinson Sword and Nuveen to the team, who all join our growing roster of world-class brands who are helping the team transform in pursuit of Championship success.

The livery has been custom designed around the new shape of F1 cars in 2026. New regulations mean the cars are shorter and narrower with significant changes to the front and rear wings, along with other aerodynamic surfaces designed for even closer racing. The entire team at Grove has been determined to push the boundaries of performance with the FW48, targeting the new regulations as an opportunity to take the next step on Williams’ journey back towards the front.

In 2026 Atlassian Williams F1 Team is looking to build on its most successful season for nine years. Last year the team finished fifth in the Constructors’ Championship with 137 points, secured podium finishes in Baku and Qatar, and took home its first-ever Sprint podium in Austin.

James Vowles, Team Principal, Atlassian Williams F1 Team: 

“2026 is the next step on the path back towards the top for Atlassian Williams F1 Team as we enter a new era for the sport, and we are excited about the season ahead. We have a great driver line up, some fantastic new partners, an ever-growing fanbase and want to build on the success we tasted last year, but we are not naïve about the challenge ahead of us. Nobody quite knows what will happen at the first race but we are looking forward to finding out, and hope our fans will love cheering us on with this great new livery.”

Alex Albon, Atlassian Williams F1 Team: 

“It’s always special to see a new livery for the first time, and the FW48 looks incredible. The design really stands out, it’s bold, modern and unmistakably Atlassian Williams F1 Team. I can’t wait for the fans to see it on track and cheer us on in 2026.”

Carlos Sainz, Atlassian Williams F1 Team: 

“The FW48 livery is a real statement of our intent for 2026. The design celebrates Atlassian Williams F1 Team’s heritage while embracing a fresh, dynamic look for the new era. I’m excited to race in this livery and to share the thrill with fans around the world – their support makes all the difference as we continue on our journey together!”

Atlassian Williams FW48 Gallery

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Former Alpine driver Jack Doohan has been confirmed as Haas’ official reserve driver for the upcoming Formula 1 season, marking the next step in his bid to return to the grid.

Doohan made his Formula 1 debut with Alpine at the 2024 Abu Dhabi Grand Prix before contesting the opening six races of the 2025 campaign with the Enstone-based squad. However, by round seven at Imola, Alpine opted to reshuffle its line-up, moving Doohan into a reserve role and promoting Franco Colapinto. Initially handed a five-race audition, Colapinto ultimately retained the seat for the remainder of the season and into 2026.

After parting ways with Alpine in January, Doohan explored opportunities outside of F1, including a prospective Super Formula drive with Kondo Racing. That move failed to materialise after the Japanese outfit instead signed Ukyo Sasahara, leaving Doohan searching for a new route to stay connected to the Formula 1 paddock.

That opportunity has now arrived at Haas, where Doohan will work alongside existing reserve driver Ryo Hirakawa. Hirakawa continues to balance his Formula 1 responsibilities with a full-time campaign in the World Endurance Championship, racing Toyota’s Hypercar programme.

“I’m thrilled to be joining TGR Haas F1 Team,” Doohan said. “It’s the ideal place to continue my Formula 1 career. I’d like to thank the team for the opportunity to grow and take on the challenge of 2026 together. I’m really looking forward to getting started and contributing to a successful season.”

Haas team principal Ayao Komatsu welcomed the signing, highlighting both Doohan’s experience and motivation.

“I’m personally very excited to have Jack join us,” Komatsu said. “He brings a strong racing résumé and valuable experience as a reserve driver in Formula 1. Staying sharp and ready while fully integrating into a team is never easy, especially for a driver eager to race again at this level. I’ve enjoyed getting to know Jack, and we’re looking forward to benefiting from his contributions.”

Haas will head into the new regulatory era with continuity on race weekends, retaining Esteban Ocon and Oliver Bearman as its full-time drivers, as the team begins a new chapter in partnership with Toyota Gazoo Racing.

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Repco is gearing up to deliver a variety of engaging activities and on-track excitement to fans at the 2026 Adelaide Motorsport Festival in Victoria Park from February 28–March 1.

Now into its third year as the naming rights partner of the Adelaide Motorsport Festival, Repco is ensuring that fans at the event will be well catered for, with both unique off-track and on-track activations.

The world-famous Repco-Brabham BT19 Formula 1 car will be among the stars of the event and will be driven by David and Sam Brabham.

This year marks the 60th anniversary of the car that powered Sir Jack Brabham to victory in the 1966 Formula 1 Drivers’ and Constructors’ World Championships.

It remains the first and only time the championship-winning driver secured the title in a car of their own construction – a feat unlikely to ever be repeated. 

The car will be driven on track over the weekend and will also be on display for fans to inspect up close.

Australian-designed, the Repco-Brabham BT19 was built with the engineering talents of famed designer Ron Tauranac and Brabham himself. Repco designed, developed and produced its 3.0-litre V8 F1 engine in Melbourne, giving it the power necessary to become a groundbreaking machine.  

David and Sam Brabham, son and grandson of Sir Jack Brabham, will be central to the event’s celebrations, featuring in the Grand Marquee for a public Q&A session.

“Both Sam and I very much look forward to joining Repco at the Adelaide Motorsport Festival to celebrate one of Australia’s greatest sporting and engineering achievements. To drive the 1966 World Championship-winning Repco-Brabham BT19 around the AMF track will be a special moment for the family, especially this being Jack’s centenary year. 

“We look forward to meeting the fans and sharing this special 60th celebration with them”. – David Brabham.

Repco is also bringing back its popular Circuit Safari where sports and racing cars will venture onto the track alongside Repco’s Circuit Safari buses, which will be loaded with selected guests and competition winners. 

It’s the closest fans can get to the event’s racing rarities, and with the enjoyment of a tour guide!

A new initiative for the 2026 Repco Adelaide Motorsport Festival is the Repco Beer Garden and Fan Zone.  

This is an open-air trackside space in the centre of the event with views across over half of the circuit. Tickets to the Repco Beer Garden are sold out for Saturday, with limited tickets remaining for Sunday.

The Fanzone, which can be accessed by all patrons with a general admission ticket, offers plenty of fun activities and giveaways.

The 2026 Repco Adelaide Motorsport Festival takes place at Victoria Park across the weekend of Saturday February 28 and Sunday March 1.

As F1 readies itself to enter its next generation, the Mercedes-AMG PETRONAS F1 Team today (2 February) took the next step on the road to 2026 with its digital season launch event. Fans were treated to an in-depth overview of the team’s new car, the Mercedes-AMG F1 W17 E PERFORMANCE, along with hearing from senior personnel and drivers.

“2026 represents a decisive moment for our team and for the sport,” said Toto Wolff, Mercedes-AMG PETRONAS F1 Team CEO and Team Principal. “The upcoming season will be shaped by some of the most demanding technical regulation changes we have faced. These rules will test every aspect of our organisation, while also creating significant opportunities to innovate and set new performance benchmarks. We approach this next era with clear ambition, focused execution, and an uncompromising commitment to delivering results.”

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Power Unit and Fuel: The Next Generation of Hybrid Performance

At the heart of the W17 is Mercedes AMG High Performance Powertrain’s (HPP) all-new hybrid Power Unit, created for the 2026 rules:

• A near 50:50 split between internal combustion and electrical power output.
• Removal of the MGU-H and a step-change in MGU-K capability from 120 kW to 350 kW, with new energy recovery and deployment strategies.
• Advanced sustainable fuel from PETRONAS, engineered as a drop-in solution to deliver performance with reduced lifecycle carbon impact, aligned to F1’s sustainability pathway.

The Power Unit has been tightly integrated with the W17’s cooling architecture and aerodynamics to ensure thermal robustness and energy efficiency in every phase of the lap-from high-recovery braking zones to long full-throttle running. The integrated Brackley-Brixworth approach has been a central theme of the team’s journey towards this next generation of F1.

Hywel Thomas, Managing Director of Mercedes AMG HPP, said: “The 2026 Formula One season marks an entirely new chapter- for the sport in general and particularly for those at the coalface of powertrain development. As Managing Director of Mercedes AMG High Performance Powertrains, I’ve never seen a challenge like this: new Power Unit architecture, sustainable fuels, greater hybrid emphasis-all converging at once together with a whole new car. It’s not merely an evolution; it’s a revolution.

“What distinguishes this era is the pace at which we must learn. The integration of advanced sustainable fuels, increased electrical hybridisation and newly defined energy deployment strategies demands a faster feedback loop. We can’t rely on long testing cycles to polish solutions; we must design, simulate, validate, and refine in tighter intervals. Efficiency isn’t just a buzzword; it’s mission critical – both on the dyno and the track.

Datuk Sazali, Executive Vice President and CEO Downstream, said: “Fuel is fundamental to performance in F1 as it powers every lap and every acceleration on track. For PETRONAS, the 2026 regulations have reinforced the need to formulate fuels differently, with performance, efficiency and sustainability designed together. Our bespoke advanced sustainable fuels are the result of years of formulation work and continuous engine testing, ensuring they meet the extreme demands of racing.

“What differentiates our approach is how we formulate the fuels, lubricants and fluids as one complete performance system. From PETRONAS Primax fuel to PETRONAS Syntium engine oil and PETRONAS Tutela hydraulic fluid, each formulation is purpose-built to unlock the car’s full potential. This reflects our long-standing role in motorsport, and our strong commitment in applying the learnings in F1 to help shape the next generation of fuel and fluid technologies.”


Chassis and Aerodynamics: Smaller, Narrower, Lighter

The W17 has been conceived around the new chassis regulations that set a shorter wheelbase (-200 mm), reduced width (-100 mm), and ~30 kg lower minimum weight. Active aerodynamics-movable front and rear wings – will help to balance drag and downforce across straights and corners. Other changes include narrower front and rear tyres to cut drag and mass, complementing the aero reset and revised suspension kinematics, plus the removal of the Drag Reduction System in favour of increased energy deployment with Boost and Overtake modes to provide good racing.

“The 2026 season represents a significant moment in the sport’s history. For those of us who live and breathe engineering, it’s both exhilarating and daunting in equal measure,” says the team’s Technical Director, James Allison. “This isn’t just a tweak to the regulations – it’s a wholesale transformation of almost every aspect of the car. Power Unit, chassis, aerodynamics, tyres: all are being changed at once.”

“We hope we have brought the necessary courage and commitment to make the project a success. We have made our best judgements during the design phase, and we will continue to innovate relentlessly now that the cars are running. Personally, I relish these moments. Regulation changes are the lifeblood of F1 advancements. They challenge every assumption and reward teamwork and ingenuity. They bring high levels of stress, but they also bring opportunity. If we emerge from this transition with a competitive car, it will be one of the most satisfying achievements imaginable.”

Identity: A New Look for a New Era
 
Having unveiled a tweaked team logo design featuring a cleaner, more refined look, the W17 sports a striking new livery; it marks this new era with a bold expression of identity and evolution. A dynamic PETRONAS green flow line anchors the design, sweeping low across the car to emphasise speed and precision while harmonising the transition from iconic Mercedes silver to the team’s deep black. The top of the sidepods feature the AMG-specific inspired rhombus signature, complementing the iconic Mercedes three-pointed star pattern on the engine cover.

The Williams FW14 was a car that Williams F1 used to race during the 1991 and 1992 seasons. The car was designed by the most successful engineer in Formula One history, Adrian Newey. The Williams FW14B and the subsequent Williams FW15C were considered as “the most successful technologically advanced cars that will ever race in Formula One”.

Adrian Newey and the Williams FW14

Adrian Newey was, and still is, an innovative automobile engineer. He could take a car and improve its aerodynamics and other parts while using the same engine. It is for this reason that he has won ten Constructors’ Championship titles, more than any other designer. He is the only engineer to win the title with three different Formula One teams (Williams, McLaren, and Red Bull Racing). Six different drivers have won the Driver’s Championship driving cars designed by Newey.

In 1989, Williams started using Renault engines. The 1989 and 1990 seasons proved quite successful and competitive for Williams. But both Williams and Renault felt that their car had underperformed. That dissatisfaction brought about the need to improve on the performance of their car. Williams, with a superior budget, signed a contract with Adrian Newey, who was working for March Racing Team.

Newey, along with Patrick Head, immediately started making changes to the car to make it more aerodynamic and thereby improve its performance. The car was powered by a 3.5-litre V10 Renault engine. Semi-automatic transmission, active transmission and traction control made it among the most sophisticated cars of the time. For a short time, the car also had anti-lock brakes.

Williams FW14 had the Ferrari F92A, McLaren MP4/7A and Lotus 107 as its closest competitors. But with Newey’s newly designed aerodynamics, the performance of the Williams FW14B far exceeded that of its closest competitors. Although the Williams FW15C was ready mid-season in 1992, the Williams FW14B was so successful that it was not used.

Williams FW14

The Williams FW14 first competed in the 1991 FORMULA 1 season at the inaugural race of the season, the 1991 United States Grand Prix. Nigel Mansell had changed his mind about retiring and joined Williams from Ferrari with Ricardo Patrese as his partner. While Mansel retired in the first three Grand Prix due to technical reasons, Patrese retired once. Patrese did finish second in the 1991 Brazilian Grand Prix.

After that, both drivers bounced back strongly to take seven wins between them. Williams-Renault finished second in both the Constructors’ and the Drivers’ Championships. McLaren-Honda had beaten them to both titles. Ayrton Senna and Gerhard Berger, driving for McLaren, had won nine Grands Prix between them. Williams had built a total of five chassis in 1991.

Williams FW14B

Further changes were made to the Williams FW14 in 1992 before the start of the season. The traction control, gearbox and active suspension systems were modified. What was unveiled was the most technologically sophisticated car to ever race in Formula One. The car suited Mansell’s aggressive style of driving perfectly and he ran away with wins in the first five Grands Prix of the season.

Patrese, on the other hand, was not comfortable with the active suspension and preferred the old passive suspension. He also did not like the higher downforce of the car, which Mansell relished. Patrese did win the 1992 Japanese Grand Prix towards the end of the season. Mansell scored a record nine wins during the season, winning the Drivers’ Championship and securing the Constructors’ title for Williams-Renault.

The most visible difference between the Williams FW14 and the Williams FW14B was the humps on the front pushrods. These bulbous protrusions housed the active suspension technology. Featuring a longer nose, the car was unveiled at the last race of the previous season, the 1991 Australian Grand Prix. But Nigel Mansell insisted on using the older Williams FW14.

The key difference between the FW14 and this FW14B was the active suspension. Patrick Head revealed the system was essentially an evolution of a technology given to Williams by AP Racing: “We had been developing active suspension since 1985, which started by AP coming to us. They were developing a system for road vehicles, but they decided that they weren’t going to continue with it and would rather bury it. They contacted us as we were using AP brakes at the time”.

Although Mansell retired in four of the races in the 1992 season, he finished second in the two races he did not win outright. The car was so good that Mansell and Patrese would gain a couple of seconds a lap against their competitors. During qualifying for the British Grand Prix, Mansell was two seconds faster than Patrese who in turn was a second faster than Senna in a Honda-McLaren.

Although Williams won the Drivers’ Championship one-two in 1992 and won the Constructors Championship by a clear 65 points, the season ended with both Mansell and Patrese leaving Williams. While Mansell left Williams because the team signed Alain Prost, Patrese moved over to Benetton.

The FW14 and FW14B won a total of 17 Grands Prix, earned 21 pole positions and scored a total of 289 points between them. Today’s Formula One regulations ban many of the technologies used in FW14B and FW15C. But these two editions of Williams cars are considered among the most technologically advanced cars to have ever raced in Formula One.

In 2017, the Williams FI Team celebrated forty years of racing in Formula One at Silverstone. Karun Chandok drove several laps in the Williams FW14B. Thereafter, the 2014 Williams FW36, driven by Paul di Resta and the FW14B performed for three laps to the delight of the crowd and the press. Six chassis of FW14B were numbered as a follow-up to FW14 from 6 to 11.

Chassis number FW14/8 was sold for £2,703,000.00 at an auction conducted by Bonhams and held at the Goodwood Festival of Speed. In 2020, it was revealed that Sebastian Vettel bought the chassis numbered five car driven by Nigel Mansell.

Williams FW14 Photos

Mercedes team principal Toto Wolff has delivered a blunt message to rival Formula 1 manufacturers amid growing suspicions over a perceived power unit loophole, telling competitors to “get your s**t together.”

Mercedes, alongside the Red Bull–Ford power unit project, has found itself under scrutiny from rival manufacturers ahead of the new season, with concerns raised over how the upcoming 50–50 hybrid engines have been interpreted within the regulations.

At the centre of the debate is a regulation stating that compression ratios must be set at 16:1 in ambient temperatures. While other temperature ranges are not explicitly defined, both Mercedes and Red Bull have interpreted the rulebook as allowing higher compression ratios in hotter conditions, a position that has prompted pushback from competitors.

Red Bull publicly defended its stance during its launch last month, and Wolff was equally uncompromising when speaking to the media ahead of Mercedes’ 2026 season launch. He insisted the power unit is fully compliant, stating it “is legal” and “corresponds to how the regulations are written.”

The Austrian admitted frustration at the continued focus on the issue from rival teams.

“I just don’t understand why some teams concentrate more on others and keep arguing a case that is very clear and transparent,” Wolff said. “Communication with the FIA has been very positive all along. It’s not only about the compression ratio, but other areas as well.

“And specifically in that area, it’s very clear what the regulations say. The standard procedures are well defined, whether it’s Formula 1 engines or motors outside of F1.”

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During his reign as president of FISA, the sport governing body for motor racing events, Jean-Marie Balestre was a polarising figure, attracting love and hate in equal measure. He was at the helm of FISA from 1978 to 1991, and controversy seemed to follow him wherever he went.

Jean-Marie Balestre’s War History

His controversial personality did not start when he was the president of the motorsport governing body. It began from the Second World War era, where people questioned his loyalty as many knew him as a member of the French SS, a Nazi paramilitary organisation. In his defence, he claimed that he was an undercover agent working for the French Resistance, which was fighting the Germans.

The Legion of Honor award in 1968 for his services in the war seemed to confirm his side of the story. However, in the early 1970s, pictures circulated in the media where he was in a German SS uniform. He unsuccessfully sought legal action to block their circulation.

Relationship With The Media

Jean-Marie had a great relationship with the media, as he was in the same business after his duties in the war. In 1950, he debuted his publication, the Autojournal magazine, a partnership venture with his friend Robert Hersant. The venture was successful, and he used it to explore his interest in motorsports, considering the advancements in car technology. He was a founding member of the French Federation of Automobile Sport in 1952, with its primary role being organising and regulating the French autosport scene.

Majoring on his keenness in motorsports, he established the French National Karting Authority in 1959 and later on founded the International Karting Commission. At the turn of the 60s, he was a crucial figure in the developing French motorsport sector. In a decade, he would rise through the ranks to be the French Federation of Automobile Sport’s secretary-general in 1971. Two years later, he became president of the organisation.

Breakaway From The FIA

One thing that appalled Jean-Marie was that the upper management of the International Automobile Federation (FIA) seemed to neglect motorsports. In 1978, he had enough of this frustration that he suggested a separate sporting offshoot, something like the now-defunct Commission Sportive Internationale (CSI). The defunct organisation was in charge of autosport activities in the 1960s.

The FIA agreed to the proposition, somehow relieved that someone was taking responsibility for the motorsport division. The result was the establishment of the Fédération Internationale du Sport Automobile (FISA) in 1978, and he took its reins as the president. This body governed motor racing events, mostly Formula One races.

At this point, Jean-Marie boasted of many years’ experience in the world of motorsports and was highly opinionated on how the sport should be. With the desire to wield much power in FISA, it was not long before he started locking horns with Bernie Ecclestone and Max Mosley, who he viewed as competitors.

Ecclestone and Mosley were representatives of the Formula One Constructors’ Association (FOCA), which brought together Formula One chassis constructors and designers. The two were also knowledgeable about the motorsport sector, which explains why Jean-Marie saw them as competitors to his position.

This battle went full throttle and brought about the FISA-FOCA war, which had Formula One finances and power as the object of struggle and lasted between 1980 and 1982. Enzo Ferrari helped broker a compromise deal between the two parties, and Jean-Marie and Bernie Ecclestone had a sit-down. The two signed the Concorde Agreement, which granted FOCA Formula One’s commercial rights, while FIA took charge of the sporting and technical aspects.

While his hopes of total control drained away, his move to bring more income for FISA upped his popularity. Voters took to his side when he contested for the FIA presidency, which he won and assumed office in 1987.

One of the decisions that made him quite polarising was in 1986, when he banned Group B rallying, favouring Group A, which was slower and less advanced technically. He made the move after the deaths of Henri Toivonen, a rally driver, and his co-driver Sergio Cresto when their Group B vehicle crashed during the 1986 World Rally Championship season.

Even after banning the Group B vehicles, rally driver fatalities still spiked. He was also behind other moves targeting driver safety, like establishing crash tests for Formula One cars, and campaigned for the move to naturally aspirated engines. These are some of the achievements he made in the motorsport sector, for which he rarely gets the credit. Many people tend to look at his egotism and hunger for power to judge his credentials.

Jean-Marie Balestre’s Role In Growing F1

While it is true that he had a strong ego, you cannot overlook his love for F1, which he helped revolutionise. His high-handedness was evident in his decision-making, and at times, he would do things on a whim, like the ground effect ban in 1983 or the turbo in 1989. Mosley would follow with the behaviour after Jean-Marie left FIA. He was also not a fan of opposition and would not consider its stand if there was any.

As the late 80s dawned, many saw that he was past his shelf life and needed to step down from the positions he held. The resentment reached its peak when there were accusations of abuse of power in the 1989 FIA Formula One World Championship.

Jean-Marie Balestre vs Ayrton Senna

The allegations came after reports emerged that he took part in excluding Ayrton Senna in favour of Alain Prost after the two collided. What followed was Senna’s disqualification, suspension, and fine and led to a fallout between the driver and Jean-Marie when he wanted to revoke his super license. Despite their falling out, Senna was in the 1990 entry list. Years later, Jean-Marie admitted that he indeed manipulated to benefit Alain Prost.

Max Mosley took advantage of the situation and decided to run against Jean-Marie for FISA presidency, which he won in 1991. Fearing a repeat of the FIA presidency’s results in 1993, he opted to step down, proposing FISA’s dissolution and for Mosley to take his place as FIA president. However, he was elected to the FIA senate’s honorary president position and maintained the FFSA presidency until 1996.

Aston Martin Aramco has appointed 2009 Formula One World Champion Jenson Button as its new Team Ambassador ahead of the 2026 FIA Formula One World Championship, adding one of the sport’s most respected modern figures to its growing project.

Button, the most recent British world champion to retire from Formula One, arrives with a career that spans multiple regulatory eras and manufacturers. Under a multi-year agreement, he will support the team’s media, partner and commercial activities as Formula One prepares for one of the most significant technical resets in its history.

The timing is notable. The 2026 season will introduce all-new power unit and chassis regulations and marks the beginning of Aston Martin Aramco’s works partnership with Honda, alongside long-term collaborations with Aramco and Valvoline. For Button, whose career has been closely linked with Honda, the move carries particular significance.

He claimed his first Formula One victory with Honda at the 2006 Hungarian Grand Prix and went on to secure the World Championship in 2009 during the manufacturer’s final season in the sport. More recently, Button added to his résumé by winning the Super GT Championship in Japan with Honda, reinforcing a relationship that has defined key moments of his racing career.

That continuity gives Button a rare perspective on how teams evolve through major regulation changes, experience that aligns closely with Aston Martin Aramco’s ambitions as it builds towards the next era.

Button’s appointment also sees him reunite with Fernando Alonso, his former McLaren team-mate during the 2015 and 2016 seasons, bringing together two world champions with first-hand experience of Formula One at its most competitive and most challenging.

Beyond the paddock, Button’s connection to Aston Martin runs deeper than the ambassador role. A long-time admirer of the marque, he owns and actively races a restored Aston Martin DB4, underlining a personal appreciation for the brand’s racing heritage and craftsmanship.

In his new role, Button will represent Aston Martin Aramco at key global events and across partner and media engagements, offering insight and credibility as the team continues to grow its international profile.

“Joining Aston Martin Aramco at such a pivotal moment for the team and the sport is hugely exciting,” Button said. “Honda’s return as a works partner was a major attraction, and I’m looking forward to bringing my experience with them into this role. The 2026 season is going to be fascinating, and I can’t wait to see where this project goes.”

Aston Martin Aramco managing director of commercial Jefferson Slack added:

“Jenson is one of the most respected figures of his generation. His world championship pedigree, deep understanding of Honda, and ability to connect with fans make him a valuable addition as we head into Formula One’s next era.”

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Yes, two Australians have won the F1 World Championship: Jack Brabham and Alan Jones. Brabham won three titles (1959, 1960, and 1966), and Jones won one in 1980.

Brabham’s record sits at the core of that story. He took his first two championships with Cooper in the rear-engine era that reshaped grand prix racing, then added a third title in 1966 driving for his own Brabham team. No other driver has won a championship in a car that carried his own name as owner and team boss, which gives his record a special place in F1 history.

Alan Jones picked up the baton a generation later. He led Williams through its first title-winning season in 1980, combining aggressive racecraft with a car that could fight at the front most weekends. 

Since then, Australian drivers such as Mark Webber, Daniel Ricciardo and Oscar Piastri have carried the flag with race wins and podiums, yet the sport still traces Australia’s world titles back to those two names: Brabham and Jones.

How did Jack Brabham change Formula 1?

Jack Brabham’s career links several phases of Formula 1 history. He arrived from Australian oval dirt tracks, helped make rear-engine grand prix cars the standard layout, then became the only driver to win a world title in a car that carried his own name. His path from local midget racing to triple world champion set a template for aggressive, mechanically minded drivers who wanted more control over the cars they raced.

From midget racing in Australia to F1 champion

Brabham started far from Europe, racing midgets on short ovals in Australia in the late 1940s and early 1950s. Those cars demanded car control, mechanical sympathy, and a willingness to work on the chassis between events. He opened his own engineering business, built and tuned his own machinery, and picked up national attention through success on dirt and bitumen tracks. That mix of driving skill and hands-on engineering followed him through the rest of his career.

The move to Europe came in the mid-1950s, when he decided to test himself against established grand prix drivers. He arrived in Britain without the support structure that modern juniors enjoy and had to build a reputation in local events before anyone in Formula 1 paid attention. Runs in Cooper machinery at British circuits showed that he had the pace and mechanical feel to handle longer races, which opened doors with the factory outfit.

By 1958 he was a full Cooper works driver, part of a small group trying to prove that compact rear-engine cars could beat the larger front-engine rivals from Ferrari, Maserati, and Vanwall. Brabham’s calm feedback, willingness to experiment, and toughness in races helped Cooper refine its package quickly. Within a couple of seasons, he had moved from a national scene on the other side of the world into the sharp end of the world championship.

Rear engine success and the shift in car design

When Brabham arrived, most front-running grand prix cars still carried the engine ahead of the driver. Cooper, with its experience from Formula 3 and Formula 2, pushed a different layout, putting smaller engines behind the driver and ahead of the rear axle. That solution gave better weight distribution and improved handling, especially on twisty circuits. Brabham’s early results helped prove that this was not just a curiosity from the junior ranks but a serious route to wins at world championship level.

Through 1958 and 1959, Cooper’s rear-engine cars began to beat established teams on a regular basis. Brabham scored podiums in 1958, then turned that into a title run in 1959 with wins in Monaco and Britain and solid points in other rounds. Rivals saw a smaller car with less power but better traction and cornering speed taking control of races. The combination of Cooper chassis design and Brabham’s steady racecraft forced other teams to respond.

By 1960, the pattern had become clear. Brabham and Cooper secured another title against front-engine machinery that could no longer offset handling weaknesses with straight line power. Within a couple of years, the major teams had either abandoned or were in the process of abandoning front-engine designs in favor of the layout that Cooper and Brabham had made successful. That shift in where the engine sat relative to the driver changed the basic look of Grand Prix cars from that point onward.

Back-to-back championships in 1959 and 1960

Brabham’s first title in 1959 came through a mix of wins and consistency. After early points in Monaco, he took victory at Zandvoort, then backed it up with success at Aintree in Britain and key scores at other rounds. The season ended in a tense United States Grand Prix at Sebring, where he ran out of fuel on the final lap and had to push the car over the line. Even with that late drama, his earlier results were enough to secure the championship, marking Australia’s first Formula 1 crown.

The following year showed a more dominant picture. In 1960, Brabham won five world championship races in a row, including the Dutch, Belgian, French, British, and Portuguese Grands Prix. The Cooper T53, with its refined rear-engine layout and improved suspension, suited his smooth style and rewarded his ability to manage tires and brakes over race distance. Rivals struggled to match a combination of car and driver that delivered both speed and reliability.

Those two seasons framed the end of the front-engine era. Brabham’s titles with Cooper proved that the new layout was not a one-off advantage on certain tracks but a general solution for grand prix racing. The points tables and race footage from 1959 and 1960 show a driver who rarely wasted chances, worked closely with engineers, and turned experimental machinery into championship tools. That back-to-back run also built the platform of credibility he would later use when starting his own team.

The 1966 title in a Brabham built car

When Formula 1 moved to three liter engine rules in 1966, Brabham saw an opening. By then he had left Cooper and set up Motor Racing Developments, the company behind the Brabham team. Instead of waiting for an established manufacturer to provide engines, he worked with Australian firm Repco to create a V8 power unit based on proven components, prioritizing driveability and reliability over peak power.

The BT19 chassis that carried this engine into the 1966 season was compact and well-suited to the new regulations. While some rivals struggled to find suitable engines or fought teething problems with more complex designs, Brabham focused on finishing races at a strong pace. Wins at Reims, Brands Hatch, Zandvoort, and the Nürburgring formed the core of his title campaign. His run of four consecutive victories that summer broke the back of the championship fight.

By the end of the year, Brabham had secured his third drivers’ crown and the constructors’ title for his own team. He remains the only driver to win a world championship in a car that carries his name as both driver and team owner. That combination of roles, where he influenced design, worked on development, and then drove the car on race weekends, stands apart in Formula 1 history and underlines how he approached the sport as both racer and engineer.

Brabham’s influence on later Australian drivers

Brabham’s success changed how Australian drivers viewed the path to Formula 1. His progression from local oval racing to triple world champion showed that a driver from outside Europe could establish a long-term place at the top level. Young Australians who grew up hearing about his titles, such as Alan Jones and later Mark Webber, saw that path as demanding yet possible if they were willing to relocate and fight through the junior ranks.

Through his team, Brabham also created seats and engineering roles that connected Australia to the center of grand prix racing. Mechanics and engineers from his home country found work in Britain through that link, and the Brabham name stayed on the grid well beyond his driving career. The team went on to win further titles, taking home two Constructors’ titles in 1966 and 1967, while four Drivers’ titles were secured by Jack Brabham in 1966, Denny Hulme in 1967, and Nelson Piquet in 1981 and 1983.

Back home, his achievements helped raise the profile of international open-wheel racing in a country that already had strong touring car and local single-seater traditions. Circuits, junior categories, and driver programs often used his career as a reference point. When Australian fans discuss world champions from their country, Brabham’s triple crown still sets the benchmark and provides the historical spine for any story about local impact on Formula 1.

How did Alan Jones become Australia’s next F1 champion?

Alan Jones reached the top of Formula 1 by a very different route from Jack Brabham. He spent years in underfunded cars, learned to race through mechanical issues and unreliable machinery, and then found the right team at the right moment with Williams. His path shows how much persistence and timing matter when a driver does not arrive with major backing or an instant front-running seat.

Early years in Europe and hard seasons in smaller teams

Jones left Australia for Europe in the late 1960s with limited money and a basic plan: drive anything he could find. He worked through Formula Ford and Formula 3, often combining racing with jobs in workshops to pay for the next weekend. That background gave him sharp race craft in mixed grids and a grounded view of how fragile a career in Europe could be if results did not come quickly.

His early Formula 1 chances came with small or struggling teams. He debuted with Hesketh in 1975 as a stand in, then picked up drives with Hill’s Embassy outfit and later Surtees. Those cars rarely matched the front of the field, so much of his race time went into fighting in the midfield or dealing with breakdowns. Even so, he built a reputation as a tough, direct driver who would push a car as far as it would go without giving up.

The first real breakthrough came with Shadow in 1977. Jones stepped in after the death of Tom Pryce and won the Austrian Grand Prix in a car that was not a regular favorite for victory. That result, combined with strong drives elsewhere, showed bigger teams that he could convert an opportunity if given competitive machinery. It also moved him from a driver fighting simply to stay on the grid into someone who could be trusted with more ambitious projects.

Joining Williams and the rise of a front running team

Frank Williams and Patrick Head signed Jones for the 1978 season as they built up what would become one of the key teams of the next decade. The early Williams FW06 was light and responsive but still being developed, so Jones spent that first year scoring points and giving feedback rather than challenging for the title. By 1979, with the ground effect FW07, the picture changed. The car generated strong downforce, and Jones had the physical strength and aggressive style to exploit it over full race distances.

Results arrived quickly. In the second half of 1979, Jones won four races and finished firmly inside the top three in others, which turned Williams into a serious threat to Ferrari and Ligier. The team worked closely around him, with a compact structure that allowed direct contact between driver, designer, and mechanics. Jones responded with straightforward communication and a willingness to push through injury or setbacks, which matched the culture Frank Williams wanted in his lead driver.

By the time the 1980 season started, the combination of Williams and Jones looked ready to fight for a championship. The FW07 had been refined, the team had sharpened its pit work and race operations, and Jones came in with the confidence of a driver who knew he could win from the front. That alignment between driver and team, built over two hard seasons, turned into a sustained title run.

The 1980 season and life after the title

The 1980 campaign brought consistency as well as speed. Jones won in Argentina and France, then added further victories in Britain, Canada, and the United States. On days when the car was not strong enough for a win, he still banked important points, often finishing on the podium while rivals hit trouble. Williams managed reliability well, and the FW07’s ground effect design gave him an edge on a range of circuits. By the end of the year he had built a gap that allowed him to close out the title with a round to spare, securing Australia’s second Formula 1 championship and the first drivers’ crown for Williams.

The period immediately after the title was more strained. In 1981, rule changes, new rivals, and internal pressure at Williams made it harder to repeat the success of the previous year. Jones still took wins, including at Las Vegas, yet finished third in the standings and felt the strain of constant travel and competition. At the end of the season he stepped away from full-time Formula 1 racing, returning to Australia for a time and reducing his commitments.

He later made brief comebacks, including a stint with Arrows in 1983 and a final full season with Haas Lola in 1986, but those cars never matched the level of his Williams machinery. The later results did little to change how people viewed his prime. In the record books and in the memory of fans, Alan Jones remains the driver who led Williams to its first title, a hard racer who fought through lean years in small teams before finally landing in a car capable of turning his approach into a world championship.

The Australian Grand Prix and its place on the calendar

The Australian Grand Prix has shifted from season-ending decider to early-season marker, which gives it a distinctive role in Formula 1 history. When Adelaide joined the world championship schedule in 1985, the street circuit on the edge of the city closed the year and quickly gained a reputation for dramatic finales. 

Nigel Mansell’s tire failure in 1986, Alain Prost’s late title steal, and the collision between Michael Schumacher and Damon Hill in 1994 all took place on that long Adelaide layout, with its mix of fast sweeps and tight corners framed by concrete walls.

From 1996 the race moved to Melbourne, where the semi-permanent Albert Park Circuit around the lake replaced Adelaide’s downtown streets. While local fans missed the Adelaide layout, Melbourne offered better permanent facilities, closer access for larger crowds, and a setting that television coverage could showcase with city skyline shots and full grandstands around key corners.

For much of its time at Albert Park, the Australian Grand Prix has opened the season. Placing the race in March turned it into the first clear look at new cars after winter testing, with teams arriving from Europe and drivers trying to judge where they stood in the order. Early wins for teams such as Ferrari, McLaren, Brawn, Mercedes, and Red Bull set storylines that ran through the rest of the year. On the occasions when the race has shifted dates or been cancelled, teams and fans have noticed the absence of that familiar starting point on the calendar.

The race also anchors Formula 1’s presence in Australia as a whole. Local fans treat Albert Park as a meeting point for followers of local heroes Mark Webber, Daniel Ricciardo, and now Oscar Piastri, while teams use the trip to link sponsor activity with a strong trackside crowd. 

Whether it acts as a late-season decider, as it once did in Adelaide, or as an early test of new machinery in Melbourne, the Australian Grand Prix continues to give the championship a clear connection to a country that has already produced multiple world title winners.

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The McLaren MP4/4 dominated the 1988 FORMULA 1 season, winning a staggering 15 out of 16 races, claiming 15 pole positions, and leading 1003 out of the 1078 laps raced that season.

Teammates Ayrton Senna and Alain Prost drove the car successfully through the 1988 Formula One season, but the vehicle was designed by Steve Nichols, an American auto engineer who was tasked with its design by team boss Ron Dennis. In a memo put out by technical director Gordon Murray this information was validated, and individual assignments for those in the design department regarding the vehicle were delegated in the memo as well. At that time Mr. Nichols was put in the role of chief designer, and in turn took on the role of acting liaison between those in production and the drawing department.

The RA 168E 1.5-litre engine was a V6 turbo manufactured by Honda; it produced 650hp @ 12,500rpm, and even reached 700hp on occasion. Inspired by the 1986 Brabham BT55, Murray made this the foundation for the MP4/4 design, while staying true to McLaren principles and philosophies. Some of these came from the ’87 MP4/3, but the team were able to spend more time on the design. The MP4/4 would have a smaller engine and a smaller fuel tank than the Brabham, for example.

The resulting vehicle ended up being one of the most powerful cars ever designed and built for Formula One. With the exception of the 1988 Italian Grand Prix it claimed victory in every race, and in 1988 it also managed to claim every pole position but one. From a statistical perspective, it has proven itself tobe one of the most dominant cars for an entire single season, with a percentage of wins that stands at 93.8%. Only one other car has come anywhere near this: The Red Bull RB19 in 2023, which had a slightly higher season win percentage (95.45%); however, the MP4/4 led 97.3% of all laps during the 1988 season.

McLaren MP4/4 History and Lineage

The McLaren MP4/3-TAG designed by Steve Nichols won three races with Prost behind the wheel. His win in Portugal, the third of three in 1987, was the 28th of his career. This broke 27-time winner Jackie Stewart’s previous record. The same car managed to come in second in the Constructors’ Championship, which was enough to convince Ayrton Senna to join for 1988, and even get Honda to enter into an engine supply deal for the next season, replacing the Porsche engine that was providing power for it at the time.

By the time 1988 rolled around McLaren had successfully roped in the Honda deal tightly; being considered the best engine in Formula One since 1985 made them very desirable to McLaren. With Ron Dennis heading the race team trying to get Honda for his Formula 2 team he was able to welcome Honda’s alliance with open arms. Turbo engines were being banned in 1989, and most teams were focusing on the shift to cars with natural aspiration.

Regardless of this fact, designer Nichols made a decision to move forward with the turbo design, which could have been a disadvantage for the team because regulations were in place that favoured teams who were using naturally aspirated engines.

Over the course of the race, the MP4/4 would show a lack of power when compared to competing vehicles with natural aspiration. Naturally aspirated cars had an unlimited fuel tank allowance, but turbo vehicles only got an allowance of 150 litres according to new regulations, so the MP4/4 team would have to do their utmost to conserve fuel if they wanted to make it to the end of the race successfully, and this could prove difficult, to say the least.

That same year there was rumors floating around that Honda would be releasing their V10 engine. At the Italian Grand Prix Ron Dennis had made it fairly clear that the team would not be using the V10 that year, and they had never been planning to. It was decided that they would keep the V6 for the remainder of 1988, which would give them more time to wrap things up properly with the car they were going to use in ’89, which just happened to be an improved version of the MP4/4.

Since they had the TAG-V6 to use, which had a smaller fuel tank that held only 195 litres instead of 220, McLaren was able to prove that the concept was functional and effective. It did have redesigned side pods and kept the MP4/2C nose one, which was lower and a bit smaller, but the better aerodynamics aided Stefan Johansson and Prost in closing the distance between them and Honda cars with more power than the basic MP4/2. The TAG engines were proving themselves undependable at times due to being redesigned to meet the lower fuel regulations and the turbo-restrictive pop-off valve that had been the cause of so much controversy. The team was able to use these factors to their advantage; with the smaller engine and a gas tank reduced to 150 liters in size, the McLaren MP4/4 was born in 1988. It was all-new, and one of the few that year of all competing cars that was; most others were only updated versions of previously used cars.

Mclaren MP4/4 Performance

Ayrton Senna joined McLaren on a three-year contract where he would partner with Alain Prost, and things only got better from there. Now there was the car, the drivers, and that Honda 650hp engine, a trio made in heaven.

The fuel tank restrictions laid down by the FIA for turbo-powered cars were the main concern.

Honda set its focus on the fuel consumption of the engine, the RA 168-E; it was specially built with less turbo boost (4.0 bar to 2.5 bar), done instead of an upgrade on the old ’87 engine; this way, late-race retirements could be dodged altogether.

Except for a handful of aerodynamic changes, the MP4/4 performed exactly as it was throughout the entire season. It had gone through a minimal amount of testing when it arrived at Brazil for the first race, but Senna successfully put the vehicle on pole position, while Prost went on to win the opening race of the 1988 season.

From the Driver’s Seat

One specific feature of the MP4/4 was the way the seating positioned the driver.

The vehicle was low-slung when it came to aerodynamics, and the FIA had very specific rules in place regarding seat height and driver positioning: the top of the driver’s head had to sit between roll bar and cowling.

This had the McLaren duo in a reclining position while other drivers performed while sitting upright. Ayrton Senna claimed the car was easy to drive while in that position; Prost, on the other hand, was of smaller stature and preferred to be a bit more upright while driving.

The team was able to make necessary adjustments for Prost without making any changes to the design.

1988 safety regulations set down by the FIA also stated that the driver’s feet could not extend past a certain point around the front axle. Fortunately, cars that had been built around former regulations could be grandfathered in.

Enjoying Success

In 1988 McLaren’s MP4/4 was victorious in 15 out of 16 races, ten of which were 1-2 finishes. Prost completed 14 of the races in either 1st or 2nd place, with two retirements in Italy and Britain. In 15 out of 16 races the car took pole position, with Senna having a record-breaking 13 poles.

The team enjoyed 12 races where the front row was locked out, and had ten of the fastest race laps.

The only time the winning streak was broken was in Monza at the 1988 Italian Grand Prix in Round 12. With only two laps remaining, Senna tried to lap Jean-Louis Schlesser and was hit by the Williams driver who had made an error, and tried to return to the track; since Prost was already out due to a failed engine, that race was lost for the team, while Ferrari were able to win on home soil.

The second race of the 1988 season was held in San Marino, Italy, and that’s where the MP4/4 managed to show off its power the most. Prost and Senna both were able to qualify at the Imola circuit with 1.27s…no other cars were able to get anything better than 1.30s.

The reigning world champ, Nelson Piquet, was racing as well, and his Lotus 100T was running with a Honda engine too. Piquet qualified at 1.30s, more than 3.5 seconds slower than Senna.

The MP4/4 had a level of downforce and an ability to increase speed that was unparalleled, and many attributed this to the aerodynamic design. This also contributed to higher fuel efficiency, which was quite a feat considering the circuit.

The Imola circuit consists of the car being put through extended periods of hard acceleration, and this can be horrible when it comes to gas mileage, and this particularly applied to cars with a turbo. Being able to qualify in the time they did speaks to the excellence of the aerodynamics of the MP4/4.

As for retirements, the MP4/4 retired a total of four times the entire season. During the British Grand Prix Prost retired at Silverstone, and at the Italian Grand Prix it was retired at Monza (this was due to engine trouble, and it turned out to be the only time one of the McLarens had any engine issues all season). There were also Senna’s crashes at Monaco and Monza.

During this particular season both McLaren cars qualified for a race more than a full second faster than the competitors; this happened a total of six times. These were at Australia, San Marino, Japan, Monaco, Portugal and Germany.

A total of fifteen pole positions were won by the team, with two going to Prost and thirteen to Senna. McLaren would have had a perfect pole record if not for Gerhard Berger’s stunning lap at Silverstone.

The McLaren MP4/4 Top Speed Record

It happened during qualifying at Hockenheim in Germany: The MP4/4s driven by Prost and Senna both set the fastest speed-trap time of 1988. A speed of 207 mph (333km/h) was achieved by both drivers on the 1.6 kilometre straight.

Berger, who drove a Ferrari, reached 204 mph, and the fastest car in the non-turbo lineup, the March-Judd driven by Ivan Cappelli, reached 194 mph. With this in mind it is important to note that the 207-mph reached was still a full 12 mph slower than their fastest speed in 1987, and 11 mph slower than in 1986, both of which were reached at Monza by Nelson Piquet and Gerhard Berger, respectively.

McLaren MP4/4: More Facts and Information

The McLaren MP4/4 went through some changes at Silverstone, at least as far as aerodynamics were concerned. ‘Snorkels’ were a design feature that resulted in the feeding of air to the turbo system; they could be found on the side pods, on the very top.

At Silverstone, the snorkels were done away with, and on the very first day of qualifying the team ran into direct issues.

Both Senna and Prost reported feeling that the cars were imbalanced, so for the remainder of the British Grand Prix the snorkels were reinstated. That turned out to be the last time snorkels would be seen by anyone for the remainder of the season.

Testing was conducted further in Germany to find out why this sense of imbalance was reported, and it turned out that the suspension on the MP4/4s was set incorrectly…it had absolutely nothing to do with the snorkels!

Ron Dennis later gave an estimate that having research and development carried out on the MP4/4 for the snorkels and imbalance actually cost the team more than $205,000; for something that was unneeded, it sure turned out to improve the aerodynamics on the McLarens.

These problems led Senna to use less power, which obviously forced him to run the car slower, resulting in loss of time because he needed to be sure to have sufficient fuel to finish the races at hand. The good news, however, is that Alain Prost won both of those races for the team anyway.

By the end of the 1988 FORMULA 1 season, Team McLaren-Honda had won both the Drivers’ and the Constructors’ titles (Senna got the edge over Prost due to more victories, and only eleven of the best scores were counted. Prost had managed to score more points overall, but Senna took eight first-place victories, and Prost took only seven).

What Came After The McLaren MP4/4?

The iconic MP4/4 would be succeeded in 1989 by the McLaren MP4/5, which was powered by the Honda V10 mentioned earlier. Statistically speaking, the newer McLaren was not as successful as its parent car, which is attributed by many as being due to the improvement of competing vehicles like Ferrari, Williams, and Benetton; it is also said that McLaren and Honda had slipped a bit.

The new car, however, would earn another Constructors’ Championship for the team, and Senna and Prost would earn a 1-2 finish in the Drivers’ Championship that year.

The MP4/5 was the first car to take advantage of the Pete Weismann-designed transverse transaxle.

Initially, the McLaren design team resisted Weismann’s transverse technology, so the first three-shaft longitudinal transaxle was designed by Pete Weismann to allow Gordon Murray to design the MP4/4 as low as possible. Honda’s tiny 1.5 litre V6 turbocharged engine complemented the package beautifully, and the success of the longitudinal in 1988 freed the team to design the transverse option for 1989 and the MP4/5.

First the MP4/5A used the longitudinal, then the MP4/5B was introduced mid-season with the transverse. The MP4/5 won the World Championship, winning 14 out of 16 races. Since then, transverse transmissions have become the norm in the F1 pitlane.

We may never see another car come as close to perfection as the McLaren MP4/4, so it seems fitting that arguably the most dominant car in F1 history was driven to Championship victories by Senna and Prost, two of the biggest icons of F1.

On Thursday, January 29, the penultimate day of Formula 1’s first pre-season shakedown for 2026, a fuel system issue curtailed McLaren’s running as rivals Mercedes and Ferrari completed extensive programmes behind closed doors at the Circuit de Barcelona-Catalunya.

McLaren, who made their first appearance of the week on Wednesday with reigning world champion Lando Norris giving the MCL40 its debut, handed driving duties to Oscar Piastri on Thursday. However, the Australian’s afternoon was cut short when the car developed a fuel system problem.

As a result, McLaren logged just 48 laps on the day, more than 100 fewer than both Mercedes and Ferrari, limiting their opportunity to gather data on the all-new car under the 2026 technical regulations.

“Unfortunately, a few issues today,” Piastri said. “We had a fuel systems issue which cut our day a bit short, but I know the team is working really hard to get that fixed and get us back out for as many laps as we can tomorrow.”

Despite the setback, Piastri welcomed his first taste of the MCL40. “It was nice to be back out, especially in a new car. There are a lot of new challenges for everyone this year up and down the grid, so it’s good to start working through some of them.”

Elsewhere, Mercedes impressed by topping the timing screens, while Ferrari also enjoyed a productive day. Aston Martin, meanwhile, finally joined the test after a delayed start, debuting their Adrian Newey-designed AMR26 during the session.

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Aston Martin has finally rolled out its first Formula 1 car developed under the guidance of legendary designer Adrian Newey, with the AMR26 making a late appearance during pre-season testing at the Circuit de Barcelona-Catalunya.

The debut of the new machine had been delayed for reasons the team has not disclosed, but Aston Martin managed to send the car out for the final hour of running on Thursday. Lance Stroll completed just four measured laps before the car was brought to a halt on track, a decision the team described as “precautionary.”

Despite the limited running, the AMR26 immediately drew interest for its striking design. Sporting an all-black camouflage livery, the car’s nose, sidepods and engine cover stood out from many of its rivals seen so far under the new 2026 regulations.

Testing is being conducted behind closed doors with no independent media access, but images released by Aston Martin reveal a notably wide nose ,unusual for cars built to the latest rules, with a shape that has already prompted comparisons to a duck’s bill. The sidepods appear extremely slim with aggressive undercuts, the front suspension pick-up points sit unusually high on the chassis, and the engine cover is dramatically sculpted.

The car only arrived in Spain on Wednesday, with the team spending much of the day completing final preparations before running.

“It was a long day for all the mechanics and everyone in the team pushing flat out to get the car ready,” Stroll said. “We managed to get a few laps in at the end, and it felt good. Now it’s about learning the car and understanding where its strengths and weaknesses are.”

Fernando Alonso is scheduled to take over driving duties on Friday, the final day of this week’s test.

Newey, whose designs have delivered 14 drivers’ championships and 12 constructors’ titles across stints with Williams, McLaren and Red Bull since 1991, joined Aston Martin in March last year and has been focused on the 2026 project ever since.

The new car arrives amid sweeping regulation changes for Formula 1, with entirely new chassis, power units, tyres and fuels introduced for 2026. Aston Martin also begins a new chapter as Honda’s factory partner, ending the manufacturer’s long association with Red Bull, Newey’s former team and adding further intrigue to the AMR26’s early appearance.

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Ayrton Senna is a legend, a one-of-a-kind driver who was relentless in pushing his limits. He was a three-time world champion racing driver, with 41 Grand Prix wins and 65 pole positions to his name. Because of the dozens of recognitions and titles he won during his racing career, not to mention his blazing passion for racing and life itself, he is deemed to be one of the best drivers F1 has ever had.

Known to dance across the track in the wet, Ayrton Senna defined his own brand of racing and managed to permanently place himself on a level of his own, perpetually illuminating the sport we all love for generations to come.

Ayrton Senna: The Beginning of a Legend

Ayrton Senna da Silva was born on March 21, 1960, into a Brazilian family. Having received a miniature go-kart from his father when he was four years old, he became obsessed with racing. His colourful and adventurous childhood was pretty much filled with racing, from watching Grand Prix racing in the early hours of the morning in his early years to racing for the first time at the young age of 13. He was 21 when he went single-seater racing in Britain. The only way was up from there.

He made his Formula 1 debut with Toleman Motorsport in 1984. Senna confirmed his phenomenal talent in racing during Round 6 at Monaco, finishing second behind Alain Prost’s McLaren in the only Grand Prix that was run in wet conditions that year.

In 1988, he won his first Formula 1 championship with McLaren, where Senna beat his teammate Alain Prost eight wins to seven. This started one of the most infamous feuds in Formula 1 racing. The following year, Senna lost the championship to Prost, only to come back again for the next two years and snag the title both times. This made him one of the youngest racers to win three Formula 1 Championships.

His best performances came during his final season with McLaren, after which he moved to Williams-Renault for the 1994 season; the season that ended what could have been the most glorious career in Formula 1.

On May 1, 1994, at the San Marino Grand Prix, Senna speared off the Imola track and hit a concrete wall. The impact resulted in Ayrton Senna’s death. The whole world mourned.

One of the greatest Formula 1 drivers of all time, Ayrton Senna continues to hold this reputation to this day. He was an inspiration to many with his work, writings, and life.

To celebrate the life of this racing legend, we compiled our favourite quotes and thoughts by Ayrton Senna, illustrating his intense love of racing and life.

Best Ayrton Senna Quotes

1. “Whoever you are, no matter what social position you have, rich or poor, always show great strength and determination.”

2. “The danger sensation is exciting. The challenge is to find new dangers.”

3. “The past is just data. I only see the future.”

4. “You commit yourself to such a level where there is no compromise. You give everything you have, everything, absolutely everything.”

5. “You must take the compromise to win, or else nothing.”

6. “Racing, competing, it’s in my blood. It’s part of me, it’s part of my life; I have been doing it all my life and it stands out above everything else.”

7. “I continuously go further and further learning about my own limitations, my body limitation, psychological limitations. It’s a way of life for me.”

8. “On a given day, a given circumstance, you think you have a limit. And you then go for this limit and you touch this limit, and you think, ‘Okay, this is the limit’. And so you touch this limit, something happens and you suddenly can go a little bit further.”

9. “I cannot live on an island of prosperity when I’m surrounded by a sea of misery.”

10. “Just because I believe in God, just because I have faith in God, it doesn’t mean that I’m immune. It doesn’t mean that I’m immortal.”

11. “You either commit yourself as a professional racing driver that’s designed to win races or you come second or you come third or fifth and am not design to come third, fourth or fifth, I race to win.”

12. “With regard to performance, commitment, effort, dedication, there is no middle ground. Or you do something very well or not at all.”

13. “And suddenly I realized that I was no longer driving the car consciously. I was driving it by a kind of instinct, only I was in a different dimension.”

14. “I am not designed to come second or third. I am designed to win.”

15. “The weak goes nowhere.”

16. “I believe if you are doing something like competing, like motor racing, you either do well or forget it.”

17. “Wealthy men can’t live in an island that is encircled by poverty. We all breathe the same air. We must give a chance to everyone, at least a basic chance.”

18. “I have no idols. I admire work, dedication and competence.”

19. “Each driver has its limit. My limit is a little bit further than others.”

20. “You will never know the feeling of a driver when winning a race. The helmet hides feelings that cannot be understood.”

21. “It shows how much you can touch people, and as much as you can try to give those people somehow it is nothing compared to what they live in their own mind, in their dreams, for you.”

22. “Money is a strange business. People who haven’t got it aim it strongly. People who have are full of troubles.”

23. “We are all looking for emotions, it’s only a question of finding the way to experience them.”

24. “These things bring you to reality as to how fragile you are; at the same moment, you are doing something that nobody else is able to do. The same moment that you are seen as the best, the fastest and somebody that cannot be touched, you are enormously fragile.”

25. “I believe that we start to see our true personalities when we go through the most difficult moments.”

26. “Everything that I’ve gotten out of life was obtained through dedication and a tremendous desire to achieve my goals…a great desire for victory, meaning victory in life, not as a driver.”

27. “With your mind power, your determination, your instinct, and the experience as well, you can fly very high.”

28. “Being second is to be the first of the ones who lose.”

29. You do something very well or not at all.”

30. “The same moment that you are seen as the best, the fastest and somebody that cannot be touched, you are enormously fragile.”

31. “If a person has no dreams, they no longer have any reason to live.”

32. “Many times, it’s through a mistake that you learn. And the main thing is to make sure you learn through your mistakes and get better.”

33.  “I believe in the ability of focusing strongly in something, then you are able to extract even more out of it.”

34. “My biggest error? Something that is to happen yet.”

35. “You must take the compromise to win, or else nothing. That means: you race or you do not.”

36. “Of course, there are moments that you wonder how long you should be doing it because there are other aspects which are not nice, of this lifestyle. But I just love winning.”

37. “It was like I was in a tunnel. Not only the tunnel under the hotel but the whole circuit was a tunnel. I was just going and going, more and more and more and more. I was way over the limit but still able to find even more.”

38. “The main thing is to be yourself.”

39. “When you are fitted in a racing car and you race to win, second or third place is not enough.”

40. “It shows how much you can touch people, and as much as you can try to give those people somehow it is nothing compared to what they live in their own mind, in their dreams, for you.”

Ayrton Senna was known to have profound thoughts and undeniable wisdom, and it showed whenever he spoke, especially about racing.

Terry Fullerton

During an interview after the 1993 Australian Grand Prix, Ayrton Senna had declared Terry Fullerton as the competitor he had the most fun racing against.

Senna and Fullerton clashed on the go-kart race tracks at the end of the 1970s.

Jim Clark

Jim Clark’s brilliant career highlights his record for the most pole positions in Formula 1 until Senna broke it in 1989. The Brazilian matched Clark at the Mexican Grand Prix and surpassed him in Phoenix. 

Clark was one of Senna’s inspirations. He raced in the main category of motorsports for 8 years bagging 25 wins, scoring 33 poles and ending up on the podium in 32 out of 72 races. His illustrious career ended when he had a fatal crash in a Formula 2 race in 1968.

Senna visited a museum in Duns, Scotland, during the middle of the 1991 season, when he had already won two of his three world titles. This museum houses a historical archive dedicated to the late British driver.

Emerson Fittipaldi

The first Brazilian driver to win an F1 race, Emerson Fittipaldi later became an inspiration to all Brazilians who made it to the category.

Emerson, who won the world championship in 1972 and 1974, gave Senna his first taste of F1, introducing him to team principals and other important people in the world of racing.

Juan Manuel Fangio

Fangio was born in Balcarce, Argentina, and won five world titles (1951, 1954, 1955, 1956, 1957). From 1950 to 1958, Juan Manuel Fangio raced in Formula 1. There was always a great deal of admiration between Senna and Fangio.

After the controversial decision to award the 1989 title to Alain Prost, the Argentine offered some advice to Senna. Fangio congratulated Senna for the second time in his home country in 1993 when Senna won the Brazilian GP at Interlagos. A hug between the two drivers made F1 history.

Gilles Villeneuve

Despite never winning a world championship, Gilles Villeneuve was one of the most daring drivers in F1 history. Senna was inspired by Gilles Villeneuve, Jacques Villeneuve’s father, for his way of driving, always pushing the envelope.

Here’s some food for thought…

Ayrton Senna raced in an era where there were drivers equally as legendary as he was, there was Mansell, Piquet, Lauda and even Prost, who was his teammate, and every time he proved his toughness on the race tracks with 41 wins and 65 poles.

On the other hand, Michael Schumacher, during his five-title stint at Ferrari, always had a wingman as a teammate who was responsible for facilitating his championship triumphs. This meant Schumacher got the better car and even had teammate Rubens Barrichello pull over to allow him to pass for the win on one very controversial occasion. Formula One changed its rules in response to that situation.

This is to say that Schumacher could have shown his full potential had he raced in Senna’s era. Besides, Schumacher already proved his phenomenal talent.

Both drivers performed exceptionally well in the rain. The rain performances of Senna, however, had a greater impact on his legend than those of Schumacher. Remember when Senna drove his unimpressive Toleman from 13th to 2nd place in torrential rain at the 1984 Monaco Grand Prix? It was legendary.

Another instance where Senna proved his exceptional driving skills happened in 1993 at Donington. He took his car from 5th to 1st place in the opening lap of the race. He had a grip that no other racing driver found on the track, not even Schumacher. He lapped the entire field that race!

Statistically, Senna was a better qualifier than Schumacher.

Ayrton Senna managed 65 pole positions in only 161 starts, compared to Michael Schumacher’s 68 poles in 306 starts. In his career, Senna ended only 3 pole positions behind Schumacher’s pole count, but 88 races behind Schumacher’s starts.

Schumacher was on pole for 22.2 per cent of his career, whereas Senna was on pole for 40.37 per cent of his career. 

The Benetton B194 was a refined version of B192 and B193 and was designed by Rory Byrne. The car was powered by a Ford-Zetec-R V8 engine and was manufactured by Cosworth (funded and branded as Ford). The need for modifying the Benetton B193 arose when in June 1993; the FIA announced that electronic driver aids would be banned for the 1994 season.

At the Canadian Grand Prix, the FIA announced a ban on electronic aids. These included power brakes, traction control systems, anti-lock braking systems and active suspension. These regulations were to even the playing field and give more power to drivers rather than the cars.

Designed due to regulation changes by the FIA

Rory Byrne had designed the Benetton B193 as a significantly advanced car than the Benetton B192. Byrne set to work earnestly in an effort to get the car going before the 1994 Formula One season. Byrne was assisted by Ross Brawn and Nicholas Tombazis in his efforts. The resulting car was light and nimble and proved to be the car to beat during the 1994 racing season.

It needed a champion to tame a beast. Although the car was highly manoeuvrable it was not easily handled by all the drivers that drove it. It took Michael Schumacher to get the most out of the car. The combination of Michael Schumacher and the Benetton B194 was unbeatable since the car first raced at the 1994 Brazilian Grand Prix in March of that year.

Michael Schumacher and the B194 in 1994

Michael Schumacher won the first four races of the 1994 racing season. This was followed by a second-place finish and two more victories. The competing teams started levelling charges of cheating, surprised that an underpowered car could deliver such stunning performances. Schumacher was disqualified from races that year but snatched two more victories to win the Drivers’ Championship title.

Schumacher started with a bang winning the inaugural Brazilian Grand Prix. That was followed by a victory in the Pacific Grand Prix. Jos Verstappen retired in both the races. Schumacher burst ahead with points by winning the next two races in San Marino and at Monaco while JJ Lehto retired in San Marino and finished seventh in Monaco.

While Schumacher finished second in Spain he was quite satisfied with his finish while Lehto again retired. Schumacher raced to victories in Canada and France and had a good lead over Damon Hill, his nearest competitor. It was obvious that Schumacher and the Benetton B194 were running away with the Championship.

At the British Grand Prix at Silverstone, Schumacher ignored the black flag twice and was awarded a five-second penalty. Schumacher ignored the penalty also and was disqualified. After the event, both Schumacher and Benetton were fined and Schumacher awarded a two-race ban for the offence.

Schumacher led the championship with three races in the season to go. But he led Damon Hill of Williams-Renault by just a lone point. His position improved with a victory in the European Grand Prix at Jerez. Damon had finished second but then he was not done yet. Damon Hill finished first in Japan to Schumacher’s second restricting the latter’s lead to Just one point.

Drivers’ Championship victory and cheating allegations

The Australian Grand Prix was the last of the season and the decider of the Driver’s Championship season. Nigel Mansell took the pole position in qualifying followed by Schumacher and Hill in that order. However, Schumacher soon took the lead with Hill following closely. They held their positions till the 36th lap.

When Damon Hill tried to overtake Schumacher, the Benetton and the Williams collided eliminating Schumacher. Damon Hill took for the pits but realised that his car was so far damaged, that he had to retire also. Michael Schumacher had won the 1994 Formula One Drivers’ Championship but Benetton had missed the Constructors’ Championship.

The FIA launched a thorough investigation into the allegations of cheating against Bennetton. They found a start sequence (launch control) system in the car’s on-board computer system. There were no traction control systems or other systems to aid the driver. The FIA finally dropped the complaints and declared Benetton B194 above board.

What was surprising about the Benetton B194 was that only Michael Schumacher could get the best out of the car. In 1994, Schumacher had JJ Lehto as a partner. Lehto finished 24th in the rankings and could only muster one point from the eight races that he competed in. Lehto retired in four of the races while Schumacher did so in two.

 After the season when Rory Byrne was asked about it he paid rich tribute to Schumacher’s ability to handle the car. He said that the car was an ordinary car with a V8 engine and a low centre of gravity. Benetton had taken to 10-20 trial launches every test which helped. No other team had this routine but they started soon after seeing the benefits.

Schumacher’s teammates not comfortable with the B194

Years later Michael Schumacher was to say that the Benetton B194 was genuinely difficult to handle being “a bit twitchy at the rear end.” His other two teammates, Johnny Herbert and Jos Verstappen also complained about the handling of the car. All of these drivers drove the B194 with Schumacher but none of them was comfortable driving the car.

In 1996 Jos Verstappen said, “I must have a little the same driving style as Johnny because he said basically the same things about that car that I did and seems to have had the same feelings. It was a very difficult car. You could not feel the limit and so you were pushing and pushing and then suddenly it would have oversteer. Normally when you get oversteer you can control it but the Benetton would go very suddenly and so you ended up having a spin. I had big problems with that car.”

During the Brazilian Grand Prix, commentators were confused between the No 6 and No 5 cars. Number 6 was Schumacher’s car. Commentators of both ESPN and BBC twice mistook the two cars. To avoid confusion, Schumacher had small red accents adorn his car during the Pacific Grand Prix.

Although Rory Byrne missed the Constructors’ Championship title in 1994, he had his due in 1995 with the slightly modified Benetton B195. The only difference between the B194 and B195 was that the Ford engine was replaced with V10 Renault Engine. Michael Schumacher raced away with both the 1995 Drivers’ Championship with nine victories. His win also earned Rory Byrne and Benetton the Constructors’ Championship.

The 1994 Benetton Conspiracy Podcast

In episode 32 of the Formula 1 Grid talk podcast, the panel went back in time to look at the ‘Benetton Conspiracy’ of 1994 that surrounded Michael Schumacher’s first championship.

• Williams pulled out of the first F1 pre-season test in Spain after build delays and an earlier failed crash test
• James Vowles said the decision came from pushing performance “under the new regulations” and protecting Bahrain, Melbourne and beyond
• The team say the car has now passed all impact tests and they expect to be ready for Bahrain on 11 to 13 February

Williams says it was “incredibly painful” to miss the first Formula 1 pre-season test this week after failing to get their new car ready in time.

Team principal James Vowles said the call to withdraw from the Barcelona running was tied to the team’s approach for the new rules cycle, describing it as “the result of our determination to push the limits of performance under the new regulations”.

“It clearly wasn’t our plan, and it’s incredibly painful,” Vowles said. “If you want to transform at speed, you need to find the pain points and put them right very quickly, which is exactly what we’re doing.”

Vowles, who took over at Williams in 2023, has been leading Dorilton Capital’s attempt to lift the team back towards the front after years of underperformance and underinvestment. He described the car failing one of its mandatory crash tests before the withdrawal as “a blip in the grand scheme of things”.

He added that the car has now passed its impact testing, and said drivers Carlos Sainz and Alex Albon “stand shoulder to shoulder with me”.

“They’re clearly, as I am, disappointed,” Vowles said. “They want to be out there testing the car, and whilst they’re in our driver and loop simulator in tandem now, to increase that programme, it isn’t the same.”

Vowles said the biggest issue was the factory struggling to meet the demand created by the build, calling it “more of an output than anything else, of pushing not just the boundaries of design but the boundaries of just simply how many components can be pushed through the factory in a very short space of time”.

He said: “The car we’ve built is about three times more complicated than anything we have put through our business beforehand.

“So, to put that in perspective, it means the amount of load going through our system is about three times what it used to be.

“And we started falling a little bit behind and late on parts. There are compromises you can make as a result of it.

“In addition to that, we have absolutely pushed the boundaries of what we’re doing in certain areas. And one of those is in certain corresponding tests that go with it.”

Despite missing Spain, Vowles said Williams are targeting the second pre season test in Bahrain on 11 to 13 February and explained why they chose not to force the Barcelona programme.

“We could have made Barcelona testing. Simple as that,” he said. “But in doing so, I would have to turn upside down the impact on spares, components, and updates across Bahrain, Melbourne, and beyond.

“And the evaluation of it was that for running in a cold, damp Barcelona, against doing a (rig) test, against the spare situation, and frankly, there was zero points for running in a shakedown test, we made the decision, and I stand by it, that the right thing to do is to make sure we’re turning up at Bahrain, correctly prepared, and prepared in Melbourne as well.”

Asked whether the car was significantly over the minimum weight limit, Vowles did not give a direct answer, saying it was not possible to respond to “murmurings in the media” because the only time the full picture becomes clear is when the car is assembled.

He also said he had “experts and specialists” working with Williams to improve factory operations.

There’s a specific smell that hangs over the first proper laps of a new F1 era. Fresh carbon, damp asphalt, and that faint whiff of panic when a dashboard lights up like a Christmas tree for no good reason. Barcelona’s private 2026 shakedown had all of it, and Charles Leclerc climbed out of Ferrari’s SF-26 sounding like a guy who’s finally been handed a clean sheet of paper.

Leclerc is “very excited” for 2026, and he’s openly talking about dragging Ferrari back to the top. After years where Ferrari’s promise has often arrived with an asterisk, this reset feels like the kind you can actually build a title run on, and that’s why everyone’s leaning in.

Leclerc climbs into an “all-new” Ferrari and you can hear the relief

Ferrari skipped Day 1 of the five-day Barcelona event and rolled out on Day 2, right on schedule, with Leclerc first to hit the Circuit de Barcelona-Catalunya. If you’ve ever shown up late to something stressful to avoid the opening chaos, you get the vibe, and Ferrari essentially admitted as much by choosing their moment.

Leclerc described getting back in the car as returning to something “very, very all-new,” and he wasn’t doing PR poetry. 2026 brings a double reset, new chassis philosophy and new power unit rules, so even the basic instincts drivers rely on, braking references, corner commitment, energy deployment habits, get a hard reboot.

He also pointed out the conditions were messy, with rain in the morning, which makes those first laps feel like trying new shoes on an ice rink. Still, Ferrari ran their programme anyway, because this stage is about whether the thing works, not whether it’s fast, and anyone who’s watched a new-spec car cough through its first week knows how valuable that sentence is.

The first job: systems, checklists, and fewer hero laps

Leclerc was blunt about the priority: “we’re not focused on performance whatsoever.” That’s the kind of line that makes fans groan, because everyone wants lap times, but in the garage it lands like comfort food. When a regulation shift drops new hardware across the car, hydraulics, software logic, cooling layouts, energy storage behaviour, you start by asking the boring question: does it complete the lap cleanly?

I’ve stood at the back of a garage on a cold test morning listening to engineers argue over a sensor that reads 10 degrees too hot. The car looks fine, the driver looks fine, and yet the whole day gets paused because a single number is “wrong,” so Leclerc’s checklist talk isn’t filler. It’s how you avoid losing two months to a ghost problem that only appears after five consecutive push laps.

Ferrari’s plan, as he explained, is to work through preliminary checks, then gradually move toward what “matters most,” performance. If you’ve ever tried to tune a new TV and ended up stuck because the remote needed pairing, it’s that, except the remote is worth millions and it’s doing 300kph on a wet straight.

Why 2026 has Leclerc talking like a believer again

Leclerc’s big line is the one that matters for the championship story, 2026 is “a big opportunity for every team to do something different” and maybe gain a “bigger advantage” than we’ve seen recently. That’s code for a real shake-up, the sort that can flip the grid if you nail the concept early and your rivals waste time chasing the wrong idea.

You hear that tone when drivers sense a reset that suits their team’s strengths. For Ferrari, that’s huge, because the last few years have felt like chasing a moving target, sometimes quick, sometimes fragile, sometimes strategically self-sabotaging. A full regulation restart gives everyone permission to redraw the map, and Leclerc’s basically saying Ferrari intends to be the one holding the pen.

This is the first time in a while Ferrari’s 2026 narrative sounds like engineering confidence, not wishful thinking.

What’s actually new in the 2026 cars, and why it feels different behind the wheel

F1’s own technical explainer lays out why these cars look and behave differently. The ground-effect Venturi tunnels are gone, replaced by a flatter floor concept and a much larger diffuser, while the front wing is simplified and the “eyebrow” winglets above the front wheels disappear. That changes how downforce is generated and how “dirty air” gets managed, which matters every time a driver tries to follow through a fast corner.

The cars are also meant to be smaller and lighter. The rules aim for a minimum weight drop from 800kg to 768kg, with a shorter wheelbase and narrower floor, plus slimmer tyres and reduced overall tyre diameter. In plain terms, drivers should feel a car that rotates more willingly, like swapping a heavy backpack for a lighter one, and that sensation came through in early driver comments across the paddock.

From the cockpit side, RaceFans reported drivers describing less load in high-speed corners and more straight-line punch, plus a more predictable feel compared to the previous generation. If you’ve ever driven in heavy rain with stability control fighting you, then turned it off and suddenly felt the car “talk” again, that’s the sort of predictability they’re hinting at, and it’s a big deal for confidence on the limit.

Barcelona’s closed shakedown vibe: rain, secrecy, and early tells

This Barcelona running is officially labelled a “shakedown,” but everyone treats it like a test because track time is gold under a new rulebook. Teams can run three of the five days, so every lap feels like a bargaining chip, and the fact it’s behind closed doors only cranks up the paranoia and the gossip.

On Day 2, ESPN reported it was basically just Ferrari and Red Bull out there, with the weather putting off other teams. That makes the track feel eerie. Fewer cars, more empty silence between runs, and every mechanic’s head snaps toward the pit wall when an engine note changes.

Leclerc ran in the morning and then handed over to Lewis Hamilton in the afternoon, which is still a sentence you read twice because it sounds like a fantasy league glitch. Ferrari’s SF-26 had already done a brief public outing at Fiorano, but Barcelona was the first proper taste of test running against another front-running team sharing the circuit.

Red flags and reality checks: the early stuff always bites someone

The second day had the kind of interruption that feels inevitable during a new-era bedding-in phase. Isack Hadjar crashed for Red Bull late in the session, bringing out red flags, and the wider coverage noted wet conditions with intermediate tyres on show. A shakedown week always includes a moment where someone finds the limit before the car’s ready to catch them.

There was also an off for Max Verstappen that briefly triggered a red flag, but he escaped without damage, per ESPN. It’s classic early testing energy, drivers exploring braking and traction phases with unfamiliar aero balance, then suddenly discovering the gravel is closer than it used to be.

If you’ve ever watched a team silently roll a car back into the garage after a test-day nudge, you know the mood. Nobody shouts, nobody panics, but the laptop screens multiply and the coffee intake turns aggressive, and that’s where 2026 will be won or lost.

• Ferrari used Day 2 to confirm core systems on the SF-26 in wet conditions.
• Leclerc stressed checklists and functionality before any performance conclusions.
• Red Bull’s running was disrupted by Hadjar’s crash and a brief Verstappen off.
• Most teams sat out the rain-affected day, saving limited shakedown days for later.

“Bring Ferrari back to the top” is a heavy line, and Leclerc knows it

Leclerc didn’t hide from the emotional weight of Ferrari’s drought. “It’s been quite a few years,” he said, and that lands because Ferrari’s standard is brutal: anything short of championships feels like underachievement. You can hear the hunger in that phrasing, like a guy who’s tired of being told “next year” while watching others pop champagne.

I’ve seen Leclerc in the mixed zone after a tough weekend, polite but visibly boiling under the surface. This time, the tone is different. He’s excited to see what rivals “have in store,” which tells you Ferrari thinks they’ve built something worth comparing, rather than something they need to excuse.

And the broader context matters: 2026 is a regulation reset that invites bold concepts and punishes hesitation. Leclerc is basically saying Ferrari will push “at the maximum” regardless of where they start, because the teams that win new eras are the ones that commit early and keep iterating while everyone else argues about correlation.

Three takeaways from Leclerc’s 2026 message

Ferrari’s first Barcelona running wasn’t about lap time glory, but the tone around the SF-26 already feels sharper. Leclerc’s excitement reads like genuine belief, and 2026’s clean-sheet rules give that belief a real runway.

Key takeaways:

1) Leclerc left Barcelona Day 2 “very excited,” framing 2026 as Ferrari’s chance to return to the top, as reported at URL:.

2) Ferrari’s early focus is systems and reliability, with performance running coming later once the new hardware and software behave consistently.

3) The 2026 rule reset is already producing a different driving feel, and the rain-hit, incident-stopped Barcelona running shows how brutal the learning curve is going to be.

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Red Bull driver Isack Hadjar crashed in wet conditions on the second day of Formula 1 pre-season testing in Barcelona, bringing his running to an early end.

The 21-year-old Frenchman, who was promoted to Red Bull’s senior team for the 2026 season after just one year in Formula 1, lost control of his car at the fast final corner of the Circuit de Barcelona-Catalunya and hit the barriers.

The test is being conducted behind closed doors with no independent media access, and Red Bull has declined to comment publicly on the incident. However, eyewitnesses at the circuit reported that Hadjar was on his first flying lap on intermediate tyres, having just switched from full wets.

With the track still damp and light drizzle lingering, Hadjar spun and struck the barrier backwards.

Red Bull team principal Laurent Mekies described the conditions as challenging but played down concerns over the crash.

“It was very tricky conditions this afternoon, so it’s unfortunate that it ended that way, but it’s part of the game,” Mekies said. “This comes after a very positive day yesterday in terms of the number of laps Isack completed, his learning curve, and the quality of his feedback to the engineers. We’ll do our best to repair the car and see what comes next.”

Prior to the incident, Red Bull had continued the encouraging momentum built on the opening day of the test. Four-time world champion Max Verstappen completed his first run in the new car during the morning session, briefly running off at Turn Five on his opening lap out of the pits before safely rejoining the track.

Under testing regulations, Red Bull is permitted only one additional day of running, having already used two of its allotted three days this week. Weather conditions limited on-track action Tuesday, with only Red Bull and Ferrari running, as teams are restricted to participating on three of the five available test days.

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Yes, F1 cars can drift due to their immense power, but they are designed not to because drifting slows them down, destroys tyres, and is inefficient for racing; however, drivers exhibit incredible car control, sometimes resulting in momentary, unintentional oversteer or deliberate drifts during demonstrations for spectacle, not speed.  

Why F1 Cars Don’t Normally Drift:

• Aerodynamics & Grip: Modern F1 cars use massive downforce and wide tires to generate extreme grip, keeping them glued to the track, making controlled drifting difficult and counterproductive. 
• Time Loss: Drifting involves significant tyre slip, which drastically reduces forward momentum, making it much slower than taking a corner with maximum grip. 
• Tyre Wear & Heat: The friction from sliding rapidly overheats and wears out the specialised tyres, which are crucial for race strategy.

When You Might See F1 Cars Drift (or Slip):

• Demonstrations: Drivers like Max Verstappen have learned to drift for fun or promotional events, showcasing their skill outside of racing. 
• Unintentional Oversteer: A slight loss of control at high speeds, often the start of a spin or slide.
• Low Grip Conditions: In very wet or unusual conditions, F1 cars can lose grip and slide, sometimes resembling drifting, but this is still not ideal. 

While we often see Fernando Alonso sliding his car through corners, and every F1 driver has the talent and ability to catch their car if the back end slips out, purposely drifting is not a desirable driving technique in the world of Formula 1 racing, where every millisecond counts.

In this article, we will delve deeper into the world of F1 drifting to understand why it is so rare and what makes it so challenging…

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Is it possible to drift in a Formula 1 car?

Drifting is a driving technique that involves intentionally oversteering and losing traction in the rear wheels, causing the car to slide sideways. While this is a popular and exciting driving style in many motorsports, it is not something you will often see in Formula 1 (F1) racing. This is because the cars used in F1 are engineered to be as fast and efficient as possible, with maximum grip and stability being a top priority.

So, is it possible to drift in a F1 car? The answer is yes, technically it is possible. However, drifting is not a desirable driving technique in F1 as it equates to a loss of speed and acceleration and can cause damage to the tires. Additionally, F1 cars are designed to be as safe as possible, and drifting can increase the risk of accidents and incidents on the track.

Furthermore, drifting in F1 races is not allowed. The rules and regulations of the sport dictate that drivers must maintain control of their car at all times, and any loss of control that results in a dangerous situation can result in penalties or disqualification. This means that even if a driver were able to induce a drift, they would not be able to continue racing in that manner.

So while it is technically possible to drift in a F1 car, it is not a desirable driving technique in the sport. The cars are engineered to have maximum grip and stability, and drifting can result in a loss of speed and acceleration, damage to the tires, and increased risk of accidents and incidents. The rules and regulations of the sport also prohibit drifting, making it a non-factor in F1 races.

Is it hard to drift an F1 car?

Drifting is a driving technique that involves intentionally oversteering and losing traction in the rear wheels, causing the car to slide sideways. In many motorsports, drifting is a popular and exciting driving style, but it is not something that is commonly seen in Formula 1 (F1) racing. This is because the cars used in F1 are engineered to be as fast and efficient as possible, with maximum grip and stability being a top priority.

The Design of F1 Cars

One reason that drifting is difficult in F1 cars is the design of the vehicles themselves. F1 cars have extremely low weight, high levels of downforce, and advanced aerodynamics, all of which contribute to maximum grip and stability on the track. This design means that the cars are less likely to slide or lose traction, making it more difficult to induce a drift.

The Speed and Power of F1 Cars

Another factor that makes drifting difficult in F1 cars is the high speed and power of the vehicles. F1 cars are capable of reaching speeds in excess of 300 km/h and have incredibly powerful engines that generate over 1,000 horsepower. This speed and power make it more challenging for drivers to control the car, especially when attempting to drift.

The Circuit Design and Layout

The F1 circuit design and layout are other factors that make drifting difficult in F1. F1 tracks are designed to be fast and flowing, with high-speed straights and tight corners. This type of circuit layout does not provide many opportunities for drifting, as the cars need to maintain maximum grip and stability in order to be as fast as possible.

So while it is technically possible to drift in a F1 car, it is not an easy task. The design of the cars, the speed and power, and the circuit design and layout all contribute to the difficulty of inducing a drift. Additionally, drifting is not a desirable driving technique in F1 racing, as it equates to a loss of speed and acceleration and can cause damage to the tires. The rules and regulations of the sport also prohibit drifting, making it a non-factor in F1 races.

Why don’t F1 cars skid?

Skidding is a driving technique in which the driver loses control of their vehicle, causing the wheels to spin and slide out of line. Unlike drifting, which is an intentional loss of traction, skidding is typically an unintentional result of poor driving technique or vehicle failure. In Formula 1 (F1) racing, skidding is rare due to the advanced design and technology of the cars used in the sport.

The Design

F1 cars are engineered to have maximum grip and stability on the track, with low weight, high levels of downforce, and advanced aerodynamics. These design features help to prevent skidding and maintain stability, even at high speeds. Additionally, F1 cars are equipped with advanced traction control systems that help to maintain control of the wheels, even in challenging conditions.

The Tires

The tires used in F1 racing are also designed to provide maximum grip and stability. These tires are made of special compounds that provide excellent traction and prevent the wheels from slipping, even under the high loads and intense forces generated by the fast and powerful F1 cars. Additionally, the tires are designed to provide maximum stability and predictability, making it easier for drivers to control the car and avoid skidding.

Skidding is rare in F1 racing due to the advanced design and technology of the cars, the specialized tires, and the circuit design and layout. The combination of these factors provides maximum grip and stability, making it easier for drivers to control their cars and avoid skidding. Additionally, skidding is not a desirable driving technique in F1, as it equates to a loss of speed and acceleration and can increase the risk of accidents and incidents on the track.

How does F1 drifting work?

Drifting is a driving technique that involves intentionally losing traction in the rear wheels and causing the car to slide sideways. While drifting is often associated with high-performance sports cars and street racing, it can also occur in Formula 1 (F1) racing. In F1, drifting is a rare occurrence due to the advanced design and technology of the cars, but it is still possible under certain conditions.

The Physics of Drifting

Drifting in an F1 car involves shifting the car’s weight and balance to the rear wheels, causing them to lose traction and spin while the front wheels remain in control. This requires precise driving techniques and a high level of car control, as well as the right set of driving conditions, such as wet or slippery track surfaces.

The Conditions for Drifting

Drifting in F1 typically occurs on wet or slippery track surfaces, when the tires are unable to grip the track and maintain traction. In these conditions, drivers can intentionally cause the rear wheels to spin and slide out of line, allowing the car to drift through corners and maintain speed. However, drifting on a dry track is much more difficult, as the tires have a higher level of grip and are less likely to lose traction.

The Risks and Consequences of Drifting

While drifting can provide a temporary advantage in wet conditions, it is not a desirable driving technique in F1 racing. Drifting equates to a loss of speed and acceleration, as well as increased tire wear and potential damage to the car. Additionally, drifting can be dangerous and increase the risk of accidents and incidents on the track, as the car is less stable and more prone to spinning out of control.

Can Formula 1 Cars Drift? – Key Takeaways

In conclusion, Formula 1 cars can drift, but it is not a common occurrence in the sport. While it is possible to drift in an F1 car, there are several factors that make it less desirable, including:

• Decreased speed and acceleration
• Increased tire wear and potential damage to the car
• Increased risk of accidents and incidents on the track

Despite these challenges, it is possible to drift in an F1 car under specific conditions, such as wet or slippery track surfaces, and with the right driving techniques and car control.

Key Takeaways

• Formula 1 cars are capable of drifting.
• Drifting is not a common occurrence in the sport due to the design and technology of the cars.
• Drifting is possible under specific conditions, such as wet or slippery track surfaces.
• Drifting is less desirable in F1 due to decreased speed and acceleration, increased tire wear, and increased risk of accidents.

Can Formula 1 Cars Drift? – FAQs

No, modern Formula 1 cars do not have traction control; it was banned in 2008 to increase driver skill and make racing more challenging, making drivers rely on their own inputs to manage wheelspin, although some limited electronic torque mapping still exists. Drivers must manage power delivery manually to prevent the tyres from spinning, which is a significant challenge in powerful cars like F1 machines, a key aspect of their immense speed and control.

Why traction control was banned in F1:

• Increased Difficulty: The FIA removed traction control (and other aids like ABS) to put more control back in the hands of the drivers, rewarding skill and precision.
• More Excitement: The loss of these aids leads to more spectacular slides and better racing for fans.

What drivers use instead:

• Torque Mapping: While not full traction control, the cars use sophisticated computer systems to manage engine power delivery and hybrid energy deployment, allowing drivers to fine-tune power to the wheels.
• Driver Skill: Drivers use precise throttle control, early upshifts, and careful input to manage wheelspin, especially on corner exits, a technique visible in onboard telemetry.

In the past, F1 cars were equipped with traction control, but it was banned for a period of time. Previously, ABS (anti-lock braking system) was also allowed in F1, but it was banned by the FIA in 1993. This has resulted in a situation where F1 cars do not have ABS or traction control, creating unique challenges for drivers. The regulation of traction control in F1 is a hotly debated topic, with arguments for and against its use in the sport.

Overall, the presence of traction control in F1 cars is a complex issue that involves the balance between technology and human skill. The answer to the question “do F1 cars have traction control?” is a bit nuanced, and the history and regulations surrounding this topic make for an interesting and ongoing conversation…

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Did F1 cars have traction control?

The use of traction control in Formula One (F1) racing has been a topic of debate and controversy for many years. Traction control is an electronic system that helps drivers maintain control of their cars by limiting wheelspin and improving acceleration. It does this by automatically reducing engine power or applying the brakes when it detects wheelspin. In the past, traction control was widely used in F1 racing, and was considered a valuable tool for drivers, as it helped improve acceleration and maintain control of the car, especially during high-speed turns.

However, the use of traction control in F1 racing has since been banned, and all F1 cars must comply with the regulations that prohibit its use in the sport. The ban on traction control was implemented in 1993 and has been in place for several years, making it a defining moment in the history of F1 racing.

The ban on traction control was aimed at reducing the role of technology in the sport and placing greater emphasis on driver skill and car design. The absence of traction control has led to a greater emphasis on driver skill and car design, as drivers must rely on their own abilities to control their cars, rather than relying on technology.

The ban on traction control remains in place today, and all F1 cars must comply with the regulations that prohibit its use in the sport. The absence of traction control has had a significant impact on the performance of F1 cars and has placed greater emphasis on driver skill and car design.

When did F1 stop using traction control?

F1 stopped using traction control in 1993. In the past, traction control was widely used in Formula One (F1) racing and was considered a valuable tool for drivers. However, the use of traction control in F1 racing is now banned, and all F1 cars must comply with the regulations that prohibit its use in the sport.

The ban on traction control was implemented in 1993 and has been in place ever since. This ban was a defining moment in the history of F1 racing and was aimed at reducing the role of technology in the sport and placing greater emphasis on driver skill and car design. Since the ban, drivers must rely on their own abilities to control their cars, rather than relying on technology.

The decision to ban traction control was not made lightly, and was the result of many years of debate and discussion among F1 officials, teams, and drivers. The ban was seen as necessary in order to maintain the integrity of the sport and ensure that it remained focused on driver skill and car design.

Do F1 cars have ABS or traction control?

F1 cars are not equipped with either ABS (Anti-lock Braking System) or traction control.

The use of ABS and traction control in F1 racing was banned in 1993, and all F1 cars must comply with the regulations that prohibit their use in the sport. The ban was aimed at reducing the role of technology in the sport and placing greater emphasis on driver skill and car design.

Since the ban, drivers must rely on their own abilities to control their cars, rather than relying on technology. This has led to a greater emphasis on driver skill and car design, as drivers must use their own abilities to maintain control of the car during high-speed turns and other challenging driving conditions.

In addition to the ban on ABS and traction control, other forms of driver assistance technology, such as launch control and fully-automatic gearboxes, were also banned in F1 racing. These bans were aimed at ensuring that the sport remained a test of driver skill, rather than a test of technology.

In conclusion, F1 cars do not have ABS or traction control, as these technologies have been banned in the sport. The ban on ABS and traction control has been in place for several decades and has had a significant impact on the performance of F1 cars and the role of technology in the sport. The absence of these technologies has placed greater emphasis on driver skill and car design, and has ensured that F1 remains focused on the competition between drivers and teams.

When did F1 allow traction control?

Before the advent of traction control, F1 drivers had to rely solely on their own skills to maintain control of their cars. However, in the late 1980s and early 1990s, traction control became increasingly prevalent in the sport, as teams sought to gain an advantage over their competitors.

Despite its popularity, traction control was eventually banned in 1993, and all F1 cars must comply with the regulations that prohibit its use in the sport. The ban was aimed at reducing the role of technology in the sport and placing greater emphasis on driver skill and car design.

Since the ban, drivers must rely on their own abilities to control their cars, rather than relying on technology. This has led to a greater emphasis on driver skill and car design, as drivers must use their own abilities to maintain control of the car during high-speed turns and other challenging driving conditions.

Why is traction control banned in F1?

Traction control was once widely used in F1, but it was eventually banned in 1993 for several reasons. Firstly, the use of traction control was seen as reducing the role of driver skill in the sport and placing greater emphasis on technology. The ban was aimed at ensuring that the sport remained focused on the competition between drivers and teams, rather than on the role of technology.

Secondly, the ban on traction control was aimed at reducing the cost of competing in F1. Teams that used traction control often had an advantage over those that did not, and the ban was aimed at leveling the playing field and reducing the financial burden on smaller teams.

Finally, the ban on traction control was aimed at improving safety in the sport. Traction control can help drivers maintain control of their cars during challenging driving conditions, but it can also lead to sudden and dangerous accidents if not used correctly. The ban was aimed at reducing the risk of accidents and ensuring that F1 remains one of the safest motorsports in the world.

Traction control was banned in F1 in 1993 for several reasons, including reducing the role of technology in the sport, leveling the playing field for teams, and improving safety for drivers. Today, F1 remains one of the most challenging and competitive motorsports in the world, and the ban on traction control has ensured that the sport remains focused on the competition between drivers and teams, rather than on the role of technology.

Do F1 Cars Have Traction Control? – Key Takeaways

In conclusion, traction control was once widely used in Formula One (F1) racing, but it was eventually banned in 1993 for several reasons. The ban aimed to reduce the role of technology in the sport, level the playing field for teams, and improve safety for drivers. Today, F1 remains one of the most challenging and competitive motorsports in the world, and the ban on traction control has helped ensure that the sport remains focused on the competition between drivers and teams, rather than on the role of technology.

Key Takeaways

• Traction control was banned in F1 in 1993.
• The ban aimed to reduce the role of technology in the sport and improve safety.
• The ban aimed to level the playing field for teams and reduce the financial burden on smaller teams.
• The ban has helped ensure that the sport remains focused on the competition between drivers and teams.
• F1 remains one of the most challenging and competitive motorsports in the world.

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Do F1 Cars Have Traction Control? – FAQs