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Red Bull finds cause of Max Verstappen’s DNF, planned engine change after Monaco
motorsport.com·

Red Bull finds cause of Max Verstappen’s DNF, planned engine change after Monaco

While Max Verstappen surprised many by qualifying second on Saturday, his race came to an end almost immediately the following day. The Dutchman already felt some anomalies during the Formula 1 formation lap, then struggled to get the RPMs into the correct window during the pre-start procedure. The final nail in the coffin came when he lost the power unit completely as soon as he released the ...Keep reading

Ferrari changes course with radical new concept
racingnews365.com·

Ferrari changes course with radical new concept

Ferrari pulled back the curtain on their SF-26 challenger at precisely 11am local time on Friday morning, offering the first glimpse of how the Scuderia intends to tackle the sweeping regulatory changes coming in 2026. The images reveal a machine shaped by the extensive aerodynamic and power unit revolution that will define the new era, though what has been shown represents merely the starting point for a project that will evolve considerably before the season opener in Melbourne. Several core design philosophies are already apparent in this early iteration. Most notably, Ferrari have committed to push-rod suspension at both ends of the car, finally abandoning the troublesome pull-rod setup at the front that plagued the SF-25 and left drivers struggling with steering feel through corner entry phases. Ferrari alone in nose approach The front wing assembly demonstrates Ferrari's approach to the mandated active aerodynamics systems.  Rather than the profiles themselves, it is the actuators controlling flap incidence that catch the eye, cleverly integrated within the endplates. Short, curved pylons connect the nose to the wing assembly, creating a cleaner overall package. However, it is the sidepod architecture that reveals the most sophisticated thinking. The high-mounted air intakes, carried over from previous designs, now conceal a deeper channel beneath that feeds into a bypass duct.  This innovative solution exits at the base of the engine cover, positioned immediately behind the IBM branding. Ferrari's air intake design When viewed alongside the power unit air intake, an almost triangular cross-section with rounded edges that appears remarkably compact compared to rival solutions, these elements suggest Ferrari have pursued a fundamentally different internal airflow strategy. This approach indicates significant attention to power unit packaging, extending to the radiators and heat exchangers that must operate within tighter confines.  The rear of the SF-26 appears notably narrow, particularly around the hot-air exit zones, reflecting a focused approach to airflow management that should enhance the diffuser's ability to extract air from beneath the floor. Ferrari's bold engine cover The substantial shark fin adorning the engine cover partially echoes last year's design language whilst incorporating a distinctive saw-tooth profile that breaks new ground for the Italian squad. Regulatory requirements have forced the wheelbase down to 3,400mm, resulting in a noticeable rearward shift of the cockpit position. The change is significant without being excessive, maintaining the car's proportional balance whilst meeting the new technical requirements. Beneath its provisional appearance lies a machine concealing numerous refined characteristics, one that will undergo substantial development before Lewis Hamilton and Charles Leclerc take it to the grid in Australia.  The SF-26 represents Ferrari's bold interpretation of how to extract performance from F1's most significant regulatory shake-up in decades.

Mercedes shakedown reveals suspiciously basic design philosophy
racingnews365.com·

Mercedes shakedown reveals suspiciously basic design philosophy

The 2026 campaign edges closer to reality with pre-season testing at Circuit de Barcelona-Catalunya scheduled for next week, yet Mercedes' first public showing of the W17 this morning has raised more questions than it has answered. What emerged from the shakedown was a machine that appeared almost deliberately conventional, featuring solutions so textbook in nature that they bordered on the rudimentary. The overall impression was of a show car masquerading as a race-ready contender. The front wing immediately caught attention for all the wrong reasons. Its overly simplified design, particularly around the flap profiles, made identifying the active aerodynamics actuation system a challenge.  Two short pillars connect the nose to the wing assembly, with the nose itself featuring a lower section recess that flows towards the chassis splitter. Yet this entire area felt provisional, almost artificial in its presentation. The elements appeared specifically chosen for public consumption rather than representing genuine aerodynamic intent. The bargeboards, featuring two basic slots, reinforced this impression. Rather than the complex, finely-tuned surfaces expected from a team of Mercedes' calibre, what appeared was a rudimentary interpretation of what will surely become a heavily developed area. Sidepods and floor development questions persist The sidepods retained familiar W16 styling cues whilst incorporating a deeper undercut along the upper profile towards the rear section. However, even these modifications felt tentative, lacking the precision typically associated with Mercedes' aerodynamic philosophy. Perhaps most tellingly, the floor appeared decidedly unfinished. Its lateral profile remained disappointingly simple, with only hints of the slots positioned ahead of the rear wheels. For a regulation area that has dominated aerodynamic development since 2022, such basic execution seemed incongruous. The push-rod suspension layout featured at both ends, with the genuinely notable aspect being the pronounced inclination of the upper wishbones. This configuration targets effective anti-dive characteristics at the front and anti-squat properties at the rear. The power unit air intake retained its oval configuration divided into three sections, a characteristic shared across all cars revealed thus far, albeit with varying frontal section approaches. The engine cover featured a prominent shark fin yet appeared poorly defined, particularly regarding the rear hot air outlet configuration and the volume height at the engine hood's base. The W17's presentation immediately evoked memories of Mercedes' dual aerodynamic specification strategy during the 2019 Barcelona tests. On that occasion, the team fielded a conventional, almost academic machine during the first session, only to replace it with a radically revised car featuring complex aerodynamic solutions the following week. That approach allowed Mercedes to conceal their true development direction whilst satisfying pre-season testing obligations. The W17's deliberately basic appearance suggests a similar strategy may be at play, with the real machine potentially remaining hidden until testing begins in earnest. With George Russell and Italian newcomer Kimi Antonelli preparing for their first season together, Mercedes faces the challenge of integrating a 19-year-old rookie whilst potentially deploying one of their most sophisticated deception campaigns yet.

Oscar Piastri apologies for “pushing the boundaries” of McLaren’s ‘Papaya Rules’
motorsport.com

Oscar Piastri apologies for “pushing the boundaries” of McLaren’s ‘Papaya Rules’

Two weeks ago in Canada, Lando Norris immediately apologised for crashing into McLaren Formula 1 team-mate Oscar Piastri – who almost repeated the feat at the Austrian Grand Prix as both battled for the lead at the Red Bull Ring. Norris was looking for a gap that was non-existent in Montreal as the McLarens duelled over fourth spot – while in Austria, the pair were head and shoulders clear ...Keep reading