F1

Later this evening—Friday morning local time—the new 1.6 L V6 engines that power this year’s crop of Formula 1 machinery will roar into life as practice for the first race of the year gets underway in Melbourne, Australia. After several years in which the teams’ performances converged so much that the sport was determined by finer margins than ever, 2026 sees a comprehensive reset.

The cars are smaller and lighter, and they have different aerodynamic configurations for the corners and the straights. The hybrid systems are more powerful, and each runs on its own bespoke sustainable fuel. There’s even a new way to watch as F1 makes a $750 million move from ESPN to Apple. Over the offseason, throughout the preseason shakedown in Barcelona, and then two three-day tests in Bahrain, plenty of questions have arisen: Are the new technical regulations a mistake? Can we still watch F1TV? And just what the heck is going on, Aston Martin?

400 kW + 350 kW = headaches?

After more than a decade with the same power units—and the same few manufacturers—the sport wanted to attract some new blood. Drawing in more car companies, which have boards and shareholders to answer to, required acknowledging road relevance and some commitment to sustainability and decarbonization. Since OEMs are all about electrification, that meant a greater emphasis on the hybrid side of the power units. And the veneer of environmental responsibility arrives in the form of heavily audited, fully sustainable fuels.

The engines are still 1.6 L V6s and turbocharged, but those turbochargers no longer contain the hybrid system known as the MGU-H. (It was dropped for cost grounds and a lack of road applications, but Porsche has started selling cars using this technology, and boy, are they good.) There’s now a much more powerful MGU-K, the electric motor that lives between the V6 and the transmission, and a more powerful battery. The combustion engines now generate 400 kW (536 hp), with the MGU-K adding another 350 kW (469 hp).

The rules package succeeded in attracting new power unit makers to the sport. Ferrari and Mercedes have been joined by Audi, Honda, and Red Bull’s in-house engine program (with help from Ford), although it is true that Alpine (formerly Renault) ended its long-running engine operation at the end of 2025 as its team opts for Mercedes power instead, joining the other customer teams McLaren and Williams.

Cadillac signed up, too, and it takes to the grid in Australia as the sport’s 11th team, although it will use Ferrari power units (like Haas) for the next three years while it develops its own for 2029.

On paper, 750 kW (1,006 hp) F1 cars should get everyone pretty excited. But they’ll only have that much power when the 4 MJ (1.1 kWh) battery is fully charged. That can happen in a couple of ways: regen via the rear wheels under braking and by siphoning power from the V6, which the sport calls “superclipping.” You’ll hear the engines continue to strain even as the cars lose speed at the end of long straights as horsepower is diverted into the battery and away from pushing the car through the air.

Each lap, each car is allowed to deploy up to 8.5 MJ (2.36 kWh), which means depleting and replenishing the battery more than once per lap. Because electrical energy is limited, drivers will have to use it intelligently. An optimal lap probably won’t be completely flat out the entire way; making up too much time in one corner using the full hybrid deployment might cost more on the following straight when there’s no more MGU-K contribution.

It’s fair to say some of F1’s biggest stars have not been entirely enthusiastic about having to adopt some of the same energy management techniques already used by their peers driving hybrid prototypes in the World Endurance Championship and all-electric single-seaters in Formula E.

After the first day of testing last month, four-time world champion Max Verstappen had some thoughts. “As a pure driver, I enjoy driving flat out,” he said. “And at the moment, you cannot drive like that. There’s a lot going on. A lot of what you do as a driver, in terms of inputs, has a massive effect on the energy side of things. For me, that’s just not Formula 1. Maybe it’s better to drive Formula E, right? Because that’s all about energy efficiency and management. That’s what they stand for.”

Not every track shares the same characteristics, however.

“Some tracks, you don’t have to do lift and coast for a single lap, and in some places, you have to do a lot of lift and coast for a qualifying lap,” driver Lewis Hamilton told reporters today. “There can be a big difference between deployment, of a second. If you don’t lift in one corner, for example Turn 6 and Turn 5 here [in Australia], if you take it flat or if you lift, it has a massive compound effect through the rest of the lap. You can do a good lap, but you could be a second down because the deployment is off.”

An MGU-K on the front axle would have helped; about 60 percent of the braking is done by the front wheels, and that energy is lost as heat instead. But all-wheel drive was vehemently opposed by every other OEM during the planning stages out of fear of Audi’s experience with all-wheel-drive hybrids in WEC. And they probably did us a favor in that regard: Mark Hughes convincingly argues that adding a front motor would open the door to stability control in F1, something that was already prevented in 2008 and which would certainly ruin the sport if allowed.

An easier fix, albeit one that would slow lap times, would be to restrict the amount of energy the MGU-K could deploy, down to 250 or even 200 kW (335–268 hp). During testing in Bahrain, the sport’s organizing body, the FIA, had some teams try this out. Don’t expect any power restriction for the first few races, though; sensibly, the sport will give it some time to see how everything works in practice.

Six laps? All day??

F1 in 2026 will see much greater variability in performance between the teams than the ultra-tight gaps we saw last year. That, of course, was the result of several years of stable rules that didn’t allow much freedom due to factors like weight balance and suspension setup. Mercedes is a favorite going into this year, but Ferrari, Red Bull, and McLaren also look very strong. Haas, Alpine, and Racing Bulls head the midfield, with Audi impressing and Williams disappointing, and Cadillac certainly hasn’t embarrassed itself.

If only Aston Martin or its engine partner, Honda, could say the same. The team’s Canadian billionaire owner, Lawrence Stroll, has invested hundreds of millions into the UK-based team, building a state-of-the-art factory and wind tunnel and recently hiring Adrian Newey, the megastar designer and aerodynamicist whose cars have been responsible for 12 championships so far (Newey even has a stake in the team).

2026 is Aston Martin’s first year with a works engine supply, provided by Honda. The Japanese OEM has an on-off relationship with the sport, most recently deciding in 2020 to leave, then changing its mind again in 2024 due to the new rules. That four-year gap meant that the current program at Honda was effectively started from scratch, and it has been hard going.

In fact, as early as January last year, the head of Honda Motorsport, Koji Watanabe, told me that Honda was having problems. “Everything is new. [The] motor is new, [developing] 350 kW—it’s a very compact one that we need. And also the lightweight battery is not so easy to develop. Also the small engine with big power. So everything is very difficult, but we try our best,” Watanabe said.

Once the power unit was fitted to the car, things got much worse. Aston Martin was late to the Barcelona shakedown, and its drivers posted the slowest lap times in both the first and second Bahrain tests. The team also completed fewer laps than any other—just 206 during the first three-day test and a mere 128 laps during the second test. (For comparison, Mercedes, McLaren, and Ferrari each did more than 420 laps during the first test, and Mercedes, Racing Bulls, and Haas did more than 400 laps during the second test.)

The problems were myriad, affecting both the gearbox and the power unit. Chief among the issues was a vibration that shook apart components like the battery pack, destroying spares. So on the final day of testing, the team was limited to a mere six laps of the Bahrain circuit. With so little testing and so much to debug, the prospect of Aston Martin finishing in Australia—or any of the first few races—seems doubtful.

But wait, it gets worse. Earlier today, Newey held a press conference in Australia, where he explained that the team hadn’t made any progress in damping the vibration, which resonates through the carbon fiber tub. Having parts like mirrors shake off is less than ideal, but the vibration is also transmitted through the steering wheel, and the problem is so severe that both Fernando Alonso and Lance Stroll risk permanent nerve damage if they try to complete an entire race distance.

Asked to describe conditions in the car, Stroll (who suffered a hand injury last year) said, “I don’t know how you can compare it. I guess just electrocute yourself on a chair or something like that, not far off. It’s just… it’s very uncomfortable vibrations. It’s bad for the engine but also for the human inside the car. We need to get on top of it, but I think we will.”

Could this precipitate a driver move? Stroll Jr. is a permanent fixture as long as Stroll Sr. owns the team. But two-time champion Alonso already lost several years of his career to a poor Honda power unit and uncompetitive McLarens, and at 44, he’s now much closer to retiring. Rather than the Newey world-beater he thought he was getting, Alonso, who hasn’t won a race for 13 years, might well be looking at his old home Alpine a little wistfully. Alpine boss Flavio Briatore is also Alonso’s long-time manager, and Briatore certainly has no qualms when it comes to benching or replacing drivers. If I were Franco Colapinto or Pierre Gasly, I’d keep an eye on that.

Apple

If you had come into the #macintosh channel on the Ars IRC server in 2003 and told us that Apple would one day be the broadcast home of F1 in the US, you probably would have been asked where you got such good drugs. But last year, after producing a blockbuster movie about the sport, Apple snatched the US rights from ESPN.

Understandably, for existing ESPN customers who don’t have and don’t want an Apple TV subscription ($13 a month), this wasn’t great news. There was also a lot of confusion about F1’s standalone digital TV offering. After a rocky launch in 2018, F1TV has come into its own, offering a much less British-centric commentary feed than the UK’s Sky (which it includes as an alternate audio option), in-car feeds, and a comprehensive archive of races dating back decades.

If you were previously subscribed to both Apple TV and F1TV Premium, you have one less bill to pay. If you’re an Apple TV subscriber in the US, you now have access to F1TV Premium via its website and apps. I’m a subscriber to both, and my two accounts were tied together without any problems.

Whether you use the F1TV app or Apple’s, you’ll have the option for both the F1TV commentary of Alex Jacques and Joylon Palmer or the Sky audio feed of David Croft and Martin Brundle, plus Spanish-language audio. Apple says each Grand Prix will have up to 30 other feeds, including in-car from all 22 cars, a driver tracker, a telemetry feed, and more.

The computer company is going all out, with integrations across its various services. Apple Music will offer live audio broadcasts of races and curated playlists from drivers, and F1 will feature in the Podcast and News apps. There are even enhanced maps for some circuits—if Monza makes the cut, I will report back on it later this year. For a non-Apple Maps map look at the sport, consider this interactive map created by an Ars reader, F1 fan, and geospatial expert that includes all the team factories and the 24 circuits.

Formula 1 made its annual stop at Spa-Francorchamps, the historic track that winds its way through the hills and trees of the Ardennes. I’ll admit, I’d been waiting for this one; in fact, I’ve become somewhat of a Spa bore, having fallen in love with the place all over again a few weeks ago while attending the Crowdstrike 24-hour GT3 race.

The 4.3 mile (6.9 km) track delivers, whether that’s as a challenge to the drivers—corners like Eau Rouge, Raidillon, Pouhon, and Blanchiment are the equal of any. There’s elevation change, something that neither Monza nor Silverstone nor Montreal can offer. It has history, dating back well before the start of the Formula 1 world championship in 1949, albeit in a much longer, much scarier version that was truncated by more than half in 1979. The views are spectacular from almost anywhere you choose to watch from, and despite the track’s size, its a pleasant and easy walk through the forest paths (just as long as you can stop imagining that one scene from Band of Brothers).

The food and drink in the region are worth a visit by themselves, and architecture fans will enjoy the Belgians’ chaotic attitude toward planning permission and house renovations, which appears to boil down to “do whatever you like as long as it looks good and won’t fall down.” Pretty good driving roads in the area, too, although they get even better toward the Nürburgring, just over an hour away in Germany.

The other thing Spa has plenty of is weather. (Well, almost always; while it rained during practice for the 24 hour race last month, the race itself was completely dry. As was the Nürburgring 24 the weekend before. And the 24 Hours of Le Mans the week before that. Which scares me.) But there was weather aplenty for the 2025 Belgian Grand Prix.

Sprint weekend

This year Spa held a sprint weekend, significantly shortening the practice time available to teams, most of whom brought technical upgrades to the race. Sprint qualifying was determined by track evolution, with the surface getting grippier as more and more cars attempted to set fast times. Sauber rookie Gabriel Bortoleto in particular garnered some well-deserved attention for getting into SQ3, up among the very fastest cars, as did the Haas of Oliver Bearman (and his anything-but-a-rookie teammate Nico Hulkenberg).

McLaren’s Oscar Pastri secured the pole for the sprint race, lining up next to the Red Bull of Max Verstappen, a team now under the direction of Laurent Miekes after Red Bull’s corporate owners gave founding team principal Christian Horner his marching orders two weeks ago. As I wrote some months ago, for the past few years Red Bull’s design team has built cars that, while theoretically fast, are so difficult to drive at the limit that only Verstappen can exploit them properly. A single driver in the fastest car can win the driver’s championship, but if you want the team’s title—and that’s the one the bonuses are tied to, usually—then you better have both cars scoring good points. Just ask McLaren.

And Red Bull can no longer claim to have built the fastest car, even in Verstappen’s hands.

That said, starting in second place at Spa is not so bad. After the slow hairpin of La Source—which McLaren has finally built a car able to cope with—there’s a long run to Les Coombes, with the challenge of Eau Rouge and Raidillon on the way. Verstappen got a good tow from the slipstream behind Piastri’s car along the Kemmel straight toward Les Coombes (isn’t it better when all the parts of the track have actual names and not just turn 1, turn 2, etc?) and got past, staying there in first place until the end, 15 laps later. Behind him, Ferrari’s Charles Leclerc did something similar to Piastri’s McLaren teammate, Lando Norris.

Although the Mclaren is a faster car than either the Red Bull or Ferrari, at Spa its speed came in the corners, and the orange cars were unable to close on or pass their rivals on the straights.

Teams and drivers faced a dilemma for Sunday’s race. They could either set their cars up for dry running, with less downforce and more top speed, or give them a higher downforce setup to capitalize on the rain. The thing is, they have to make that decision before qualifying on Saturday, then stick with it. Changes are allowed to setup, but only if you opt to start from the pitlane.

The McLarens took first and second in qualifying, with an amazing lap by Charles Leclerc that pipped Verstappen to third place by 3 milliseconds. Alex Albon got his Williams into a fine fifth place, and Red Bull’s other driver, Yuki Tsunoda—who has a much better relationship with Miekes than he ever did with Horner—made it into seventh just 0.3 seconds behind his otherworldly teammate. Bortotelo repeated his feat, snatching 10th in qualifying.

Not everyone had a good quali, particularly not Ferrari’s Lewis Hamilton, who was eliminated among the first drivers for the second time in two days, something the seven-time World Champion described as unacceptable. Mercedes’ young phenom, Kimi Antonelli, who replaced Hamilton, was also eliminated among the first batch, part of a miserable weekend for the Italian who just graduated from high school.

Race day

Sunday morning was greeted with plenty of rain, affecting the support races and then delaying the start of the Grand Prix. Formula 1 has both intermediate and wet grooved tires, which pump gallons of water into the air from the track at speed, creating huge clouds of visibility-obscuring spray that, at a place like Spa, just hang between the trees. It’s this lack of visibility, rather than the wet track itself, that makes F1 so cautious, and so the formation lap was held behind the safety car, at which point the race officials decided to red flag things and wait for some more rain to come through and then leave.

The race eventually began 90 minutes late and circulated behind the safety car for far longer than was necessary, given the emergence of a dry line before too long. The red flag gave plenty of drivers and teams the opportunity to tweak their setups for the rain—something that turned out to be the wrong move given the FIA’s reticence to throw the green flag.

Piastri, in second place behind Norris, did to his teammate what Verstappen had done to him the day before and snatched the lead well before Les Coombes, staying just far enough ahead of his closest rival for the championship throughout the race. A small mistake by Norris and a slightly slower pitstop from his team meant he never got close enough to challenge Piastri for the lead. Behind them, Verstappen was similarly unable to make his way past Leclerc.

Star of the race for me, and the viewers who voted him driver of the day, was Hamilton. Starting from the very back of the queue in the pitlane, Hamilton’s Ferrari was set up for wet weather, and yet again we saw the skills that have won him more F1 races than any other driver in history. Have you ever seen someone overtake at Stavelot? I might have, but only in Gran Turismo 7.

A key to Hamilton’s success was pitting for slick tires at the right time—lap 11, just ahead of almost everyone else—and the British driver finished in seventh place at the end, behind the low-downforce Williams of Albon.

The 2025 race will not rank high in the pantheon of Belgian Grands Prix in terms of a thrilling race, but if you’re a motorsport fan, you owe it to yourself to make it out there sometime. Did I mention the World Endurance Championship has a six-hour race there in May? The tickets are far cheaper than F1, and you get a lot more access, too.