Last Updated on February 12 2026, 10:30 am

Lewis Hamilton did not hold back in Bahrain. As Formula 1’s new generation of cars hit the Sakhir circuit for winter testing, the seven-time world champion offered an honest opinion that Ferrari fans may not appreciate. After the initial shakedown in Barcelona, expectations were high for a clearer picture in the desert. However, Hamilton’s verdict sounded more like a warning than a celebration of a new era.

While many drivers have publicly embraced the sweeping regulatory changes, Hamilton struck a far more cautious tone. The Briton acknowledged the potential of the new machinery but admitted that the experience of driving his Ferrari is, for now, far from convincing.

 

 

 

A New Era, A Different Feeling

Formula 1 has entered a radically different technical chapter. The new cars are lighter and shorter than their predecessors and produce significantly less downforce. On paper, that should mean more nimble handling and closer racing. Hamilton agrees—at least in theory.

“The new cars have a lot less downforce,” he explained. “The car is shorter, it’s lighter, and it’s actually easier to catch. It’s quite fun, very rally-like.”

This “rally-like” description hints at a more playful, sliding style of driving that purists may appreciate. Yet, Hamilton quickly balanced that positivity with a sobering comparison.

“I think we’re slower than F2 right now, aren’t we? Well, that’s the impression it gives.”

It was a striking remark. Whether he meant it literally or was exaggerating for emphasis, the message was clear: his performance levels are not yet where he expects them to be.

 

MORE F1 NEWS – ‘Just do your job’: Toto Wolff Hits Back at Mercedes Engine Claims

 

Bahrain Reality Check

Conditions in Bahrain were drastically different from those in Barcelona. Strong winds swept across the Sakhir circuit, complicating the learning process. Hamilton was quick to contextualize his frustration:

“The feeling wasn’t great today with the wind. It’s the windiest I can remember. You have to take it with a grain of salt,” he told Canal+, the French TV station.

He also stressed that it is still early in the development cycle. Ferrari is experimenting with setups, searching for the narrow performance window where the car operates best.

“With the base car we have, we’re still trying to test different things. We’re trying to find the conditions under which it performs best. We haven’t optimized the tires, the aero package, the ride height, or the mechanical balance. So I’m not going to judge that now,” he said.

It’s a measured stance, but the underlying uncertainty is unmistakable.

 

MORE F1 NEWS – Lewis Hamilton’s Ferrari comeback? Usain Bolt drops a huge hint about the F1 legend’s future

 

Energy Recovery Headaches

One of Hamilton’s biggest frustrations lies in the new power unit systems. The energy recovery demands force drivers into unusual patterns that feel unnatural for Formula 1.

“In Barcelona, you have 600 meters of lift and coast on a qualifying lap. That’s not what racing is about,” he said.

The need to sufficiently recharge the battery has led to extreme engine revving and unusually low gear usage. “We drop down to second and first gear in certain places just to try and recover that little bit of extra power.”

For fans, the complexity is almost invisible, but for drivers, it is ever-present. Hamilton is clearly unimpressed.

 

MORE F1 NEWS – Betrayal at Viry? Renault Accused of Abandoning Its Legendary F1 Engine Base

 

“It’s ridiculously complex…”

Perhaps the most telling part of his assessment was his comment on the technical intricacy of the new systems.

“It’s so complex. It’s ridiculously complex,” Hamilton admitted. “I was sitting in a meeting the other day, and they were explaining it to us. It’s like you need a degree to understand it all.”

Even more intriguing is the adaptive system that learns a driver’s style over time. According to Hamilton, if a driver locks a wheel or runs wide, the additional distance traveled can influence the algorithm’s behavior. Managing that system adds yet another layer of complication.

“But everyone’s in the same boat,” he concluded

That may be true, but being in the same boat doesn’t guarantee smooth sailing. For Ferrari supporters hoping for instant dominance in this new era, Hamilton’s words serve as a reality check. The potential may be there, and he still finds the car “more fun” overall, but the path to unlocking its performance appears anything but straightforward.

For now, optimism in Maranello comes with a clear disclaimer: There’s a lot of work to be done.

 

MORE F1 NEWS – Williams Forced to Cancel Testing After ‘Extreme’ Pre-Season Shock

 

NEXT ARTICLE – FIA call last minute powertrain crunch meeting in Bahrain

Just over twelve months ago, the FIA called a meeting of the powertrain manufacturers to discuss concerns that the all new 2026 F1 cars would run out of electrical charge along the straights. The proposal was to reduce the amount of electrical energy from its current 50/50 power split with the internal combustion engine.

To enforce any changes, there needed to be a super majority agreement, meaning four of the five manufacturers were required to vote in agreement. Audi and Honda in particular were not in favour of a tweak in the regulations and so the matter was swept under the carpet.

Now the fears of many have come to pass as in the Barcelona shakedown a number of drivers reported a loss of electrical power along the front straight and that they were forced to lift and coast into corners to conserve electrical energy. The FIA has now slated a pow wow with the manufacturers during the upcoming Bahrain pre-season test where the matter may well be revisited, although the primary purpose for the meeting is another topic entirely.

 

Mercedes new powertrain questioned for legality

Ferrari, Audi and Honda have been corresponding with the FIA in recent weeks since it came to light that Mercedes are using a metallurgical trick to defeat F1 governing body’s test for compression ratio’s in the internal combustion engine.

Engineers having left Mercedes High Performance Powertrains in Brixworth have allegedly spilled the beans on their former employer. The FIA test is conducted at ambient temperature when the power unit is ‘cold.’ However, once up to operating temperature, expansion in the specially selected metallic compound closes off a pocket in the cylinder, in effect reducing the cubic capacity and upping the compression ratio estimated at 18.1.

Initially it was believed that Red Bull too were exploiting a similar technology in their powertrain, although this now appears not to be the case. Red Bull have joined the other three manufacturers and are ready to protest the Mercedes power unit in an effort to have it declared illegal.

At the Barcelona shakedown, as happens each preseason, the teams had their espionage divisions in full action. Readings are taken by engineers of their rival’s engine notes at certain points around the circuit which are then analysed and reveal a whole host of information…CONTINUE READING THIS ARTICLE