As inevitable as the sun rises each morning, the all new 2026 Formula One regulations are creating uproar in the paddock – and we’ve not even raced a Grand Prix yet. The first verbal p[unchup between the teams and the FIA was over a unilateral decision taken by F1’s governing body to remove the energy deployment zone between turns 6 & 9 on spurious safety grounds.
Of course the teams have invested a substantial amount of time mapping how their cars perform best around the lap and this last minute decision saw their plans in ruins. Such was the uproar, the FIA did back down siting equally spurious new safety information, but watch for this FIA power being used again in the coming weeks.
The regulations in season cannot be changed without unanimous agreement from the competitors, unless the FIA cites “safety” as an over riding factor. For fans who are less Tock Tok and more stop watch fascinated, the Christian Horner prediction from the summer of 2023 did come to pass.
Christian Horner predicted this 3 years ago
The then Red Bull boss predicted the new regulation would produce “Frankenstein cars” with the drivers unnecessarily changing down through the gears to force the internal combustion engine to generate more electrical power. This was clearly obvious on Saturday afternoon in Melbourne at the iconic turns 9 and 10 in Albert Park, where the cars are usually flat out into 11, before flicking through 12 to maintain maximum speed.
The drivers are already starting a revolt over having to consistently manage their electrical charge throughout the lap, and even seasoned fans struggled to understand the new graphic which displayed three important pieces of information in 1) rate of recharge, 2) rate of discharge, 3) battery level which is in a minuscule section in the centre of the steering wheel.
“We’ve gone from having the best cars in history to maybe having the worst in terms of drivability,” complained the McLaren driver min his Sky F1 interview. “If 18 or 20 drivers are complaining, then I don’t know if it’s better for the sport,” added the current world champion.
Lewis Hamilton’s complaint was over the fact the FIA had refused to ban the Mercedes compression ratio trick, which by the use of clever metallurgic compounds meant their ICE performed at a higher level than the rest of the teams – providing more power.
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Mercedes dominance appears more than 2014
The current FIA tests do not detect this Mercedes trick and the FIA have offered as a peace sop a new test for the ‘illegal’ compression ratio’s starting 1 June. “I’m disappointed the FIA allowed it,” said the seven times champion. “It’s not really in the spirit of the regulations.”
When asked whether the new test in June will one e again level the playing field, Hamilton replied: “Then the season is over – not completely over, but you can lose a lot of points in seven races if you’re a second slower in qualifying.” Of course Lewis was raising the issue on everyones mind, the mid blowing advantage of the Mercedes power units over the rest of the field.
George Russell’s 1:19.518 lap time was a whopping 8 seconds quicker than the next no-Mercedes driver, Isack Hadjar in P3. The newly promoted Red Bull driver was impressive particularly since his new team mate was out in Q1 following a software glitch which locked his rear wheels sending him hurtling into the barrier at turn 1.
This gap is quite honestly stratospheric. Back in 2014 the last time all new power units were introduced, Mercedes was then dominant for years. However, the time difference in the first race in Melbourne qualifying, was just over three tenths of a second between Mercedes’ Lewis Hamilton and Red Bull racing’s Daniel Ricciardo.
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History is not repeating itself
The paddock whinging over Mercedes sandbagging in the testing, is mere hot air given all is fair in love and sport. If the Brackley based team wished to trundle around Bahrain, well off their potential pace, it is their inherent right to do so – and no one should complain.
Yet will this Mercedes advantage translate into a similar kind of season ahead as we saw in 2014? Then the silver arrows won all but three races races, with Daniel Ricciardo wining in Canada, Hungary and Belgium. The margin of Russell to the field suggests Mercedes cold have a clean sweep of it in 2026.
Yet two things are pertinent to know at this juncture, the first being as yet we have no Grand Prix data. Yes Mercedes look incredibly reliable in testing, pounding out the laps day after day into the evening sunset. Yet racing is another matter and tomorrows Australian Grand Prix is not a forgone conclusion yet.
Secondly, Albert Park where the season opener is taking place, has a particular set of characteristics not replicated at many other F1 venues. In Bahrain, Ferrari looked much more competitive but were way off the pace in Melbourne in qualifying.
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Albert Park an outlier circuit
This is because Albert Park has a number of fairly unique corner profiles with its pseudo chicanes – turn 1/2, 6/7 & 9/10 – which require early braking together with delicate throttle control mid-corner. These sequences are less common at other circuits although there is some replication at Canada’s Circuit Gilles Villeneuve and in the early part of the lap in Monza.
So what does this mean in terms of how the new cars are performing. With Albert park lacking the huge braking zones that most circuits have as features, for the modern hybrid machines it is an energy limited track. The energy recovery is low for harvesting making it more challenging for the cars who are currently less efficient in this aspect than Mercedes.
Further, as a more power dominated track, Albert Park does not play to the Ferrari strength of the smaller turbo in the power unit. Their design gives a better burst of acceleration than the Mercedes design which favours longer straights and higher speeds. Despite Charles Leclerc qualifying just fourth and Lewis Hamilton in 7th, expectations is they will be quick off the line making up places before turn one.
Despite the massive advantage Mercedes displayed in qualifying, there’s hope for the season ahead, although next time out in Shanghai, may again favour the Mercedes powertrains.
Next Article: Formula 1 Exit: Verstappen’s reaction to F1 is dripping with derision in Australia
The opening race weekend of Formula 1’s radical new era delivered immediate drama in Melbourne, and for Max Verstappen, it could hardly have gone worse. The four-time world champion had a disastrous start to the 2026 season, crashing out in the first phase of qualifying at the Australian Grand Prix. Before the Dutchman could complete his first flying lap, his session was over.
The reaction that followed said almost as much as the crash itself: “Fantastic!” Verstappen said over the team radio, the sarcasm dripping from every syllable.
For a driver accustomed to dominating on Saturdays, this moment perfectly encapsulated the frustration of a champion suddenly confronted with an entirely different Formula 1 landscape… continue reading
A.J. Hunt is Senior Editor at TJ13, where Andrew oversees editorial standards and contributes to the site’s Formula 1 coverage. A career journalist with experience in both print and digital sports media, Andrew trained in investigative journalism and has written for a range of European sports outlets.
At TJ13, Andrew plays a central role in shaping the site’s output, working across breaking news, analysis, and long-form features. Andrew’s responsibilities include fact-checking, refining editorial structure, and ensuring consistency in reporting across a fast-moving news cycle.
Andrew’s work focuses particularly on the intersection of Formula 1 politics, regulation, and team strategy. Andrew closely follows developments involving the FIA, team leadership, and driver market dynamics, helping to provide context behind the sport’s biggest stories.
With experience covering multiple seasons of Formula 1’s modern hybrid era, Andrew has developed a detailed understanding of how regulatory changes and competitive shifts influence the grid. Andrew’s editorial approach prioritises clarity and context, aiming to help readers navigate complex developments within the sport.
In addition to editorial duties, Andrew is particularly interested in how media narratives shape fan perception of Formula 1, and how reporting can balance speed with accuracy in an increasingly digital news environment.
