3 years of #F1 development under engine freeze are still worth 2.280 s/lap: that's the average 2022→2025 improvement! Best development: Williams (-3.315s) Worst: Ferrari (-1.464s), best car at the start of '22, only 4th best by '25 Williams was 5.635s quicker in Australia 2025 than in 2022! Ferrari was SLOWER (+0.099s) in Baku 2025 compared to 2022... 2026 cars are just 0.208s slower than in 2022: they will soon match the 2025 ones through combined chassis and PU development 😉 (the increased fuel flow going forward will help too!) [Data: Dry quali with identical track layouts, by @mecanico_al_detalle] Via @JMP_software #adv #YesJMPCan

MACARENA WING ANALYSIS #F1 Its effect on top speed is likely small, and it didn't fix Ferrari's straight-line deficit (They need a more powerful engine for that) 🟦RedBull's and 🟥Ferrari's top speed gap in Miami was no smaller than in the previous GPs: differences in aero setup and deployment strategy likely matter more than the new wing Two additional notes: • 🟧McL deployed very little energy at high speed in Japan • HAM's top speed in Miami was 6 km/h lower than LEC's: partly explained by his bodywork damage? Made via @JMP_software #YesJMPcan #adv

The most powerful naturally-aspirated #F1 engine ever was... Japanese, likely 🇯🇵 Peak power reached in 2005 (end of 3000cc, 'V10' era) Renault ~900hp Cosworth 915hp Mercedes ~930hp Ferrari 920-940hp Honda >965hp (Last power step in Suzuka) Toyota >1000hp, detuned to ~960hp for reliability The straight-line acceleration of these cars was insane, much higher than the current ones' (and did so 20 years ago!) Compared to current cars: -Similar peak power -Higher end-of-straight power (No ERS, always full power) -200kg lighter (600kg, including driver!) -20cm narrower track, reducing drag Crazy!

NEW #F1 ERS RULES (From Miami), EXPLAINED! 📒 Clipping time drops significantly, with minimal impact on lap times and the pecking order. At peak harvest, an F1 car can produce less full-throttle power than a Fiat Panda, but it's for the better 😆 (read to the end!) QUALI • Max recharge: 8 → 7 MJ • Peak superclip power: 250 → 350 kW • Tracks with alternative lower energy limits: 8 → 12 RACE • Boost gain capped at +150 kW • ERS power not on straights: 350 → 250 kW • Peak superclip power: 250 → 350 kW Effects: • Less energy to deploy (7 MJ in quali). Stronger superclipping (250→350 kW) means it lasts even less • Boost mode nerfed, but still enough to overtake • Laptimes roughly unchanged: stronger superclip (↑ perf) offset by less deployment not on straights (↓ perf) Saved the best for last: during superclipping, the PU produces ~400 kW (ICE) − 350 kW (ERS harvest) = ~50 kW (68 hp) at full throttle. That's 1 kW less than a Fiat Panda 1.2 (51 kW)! 🐼

The 1953 British Racing Motor #F1 engine was more powerful than the best Internal Combustion Engine on the 2026 grid! 🤯 The fuel-flow meter limits power excessively: no wonder it cannot produce enough energy to make ERS deployment sustainable 🪫 A 10 to 20% fuel-flow increase, coupled with an equal reduction in ERS peak power, would: -Limit clipping substantially 🔋 -Improve laptimes (same peak power, higher average power) and top speeds 📈 -Avoid major engine redesigns 🛠️ A no-brainer, in my opinion

I've estimated the ICE (Internal Combustion Engine) power for each manufacturer: big trouble for Red Bull, while Ferrari can be optimistic! 👀 Mercedes: ~576 hp (best) Teams with ≤564 hp (>2% deficit) earn one extra upgrade token per year. RBPT sits at ~565 hp: they may miss the cut! Their PU isn't the problem; the chassis is, which is why Racing Bulls has matched them! Teams with ≤552 hp (>4% deficit) earn TWO extra upgrades per year. Ferrari, Audi, and Honda should all qualify! Ferrari's gap to Mercedes (~29hp) is huge, yet their best-in-class chassis allows them to fight Which team will have the best in-season development? 🤔

At full throttle, ERS behaviour (deployment vs harvesting) dictates acceleration: the difference approaches 10 m/s², like going from constant speed to stomping the brakes of a road car! Max deployment: +350 kW Max harvest at full throttle: −250 kW Difference: 600 kW (~800 hp) ΔAcceleration = ΔPower / ( Mass × Speed )→ 9.2 m/s² (Confirmed by the data!) The driver stays flat out, yet total power swings by 800 hp (1000 hp → 200 hp, or Bugatti Veyron vs Polo GTI). And it gets worse: This #F1 data... is from HAM's best QUALIFYING lap! Made via @JMP_software #YesJMPcan #adv

Hamilton was right: he had NO POWER to defend from LEC and RUS! 🪫 LEC reached 317 km/h without slipstream or overtake mode, HAM just 307 (Lap 42) And that's nothing: LEC reached 330 when in HAM's slipstream, but the latter didn't exceed 306 when the roles inverted! (Lap 43, and RUS overtook him) Behind HAM, LEC gained 0.391s on the main straight. Behind LEC, HAM LOST 0.250s (while RUS gained 0.529s) So: -For some reason (bug?) HAM didn't have the ERS power needed to defend ❌ -RUS could overtake HAM more easily than LEC did... even though he was 0.144s further behind on the straight! 🚀 @LewisHamilton @ScuderiaFerrari @Charles_Leclerc #F1

I've simulated Mercedes's rumoured ~10kW ICE power advantage! 💡 -ICE power constant -ERS drops from max to 0 over 5s 📉 In the race, Mercedes can: ⚫️On one lap, use the 10kW stronger ICE to save 10kW of ERS deployment 🔵On the next, deploy the energy saved previously: +10kW ICE power AND +10kW ERS! Notice that, even when ⚫️ saving energy, they're still faster than 🔴Ferrari: ERS power fades over time, ICE power remains! A stronger ICE means: -Higher average power -More strategic flexibility -Harvest more while still faster, then deploy for a bigger gain -Run more downforce (better cornering and wear); the drag increase will equalise the top speed, yet acceleration remains better ICE power is the key to success in 2026 Made via @JMP_software #YesJMPcan #F1 [Data: 780kg mass, 0.6m2 CdA, 1.225kgm-3 rho, 95% transm. efficiency. Max ERS power set to ~300kW at 200km/h due to traction/energy/wear compromises]

RACE PACE! #AustralianGP #F1 Mercedes built a rocketship, yet Ferrari wasn't far behind! Excellent comeback by VER Audi and Haas built cars which can lead the midfield this year, yet are ONE SECOND slower than the worst top-car (McL) Alpine struggled, yet was quicker than Williams. Cadillac is slowest by far! (But, unlike Aston, can finish races) Pace per team: 1)Merc (ANT) 2)Ferrari (HAM) +0.13s/lap 3)RBR (VER) +0.53 4)McL (NOR) +0.56 5)Audi (BOR) +1.53 6)Haas (BEA) +1.68 7)RBs (LIN) +1.84 8)Alpine (GAS) +2.12 9)Williams (ALB) +2.36 10)Cadillac (PER) +4.31 (!!) 11)Aston (?)

I'M HOSTING AN #F1 FANTASY LEAGUE! 🚗 I will use the official 'F1 Fantasy' platform. League name: 'Formula Data Analysis' 2 ways to join: -Link: fantasy.formula1.com/en/leag… -League Code: P3WOBNM0E09 Beat your friends through my analyses; may the best Performance Engineer win! 🏆

💡Who started best in Bahrain? Each driver's median 0-200km/h time using ALL the starts from the last #F1 test! -RUS was quickest: 5.30s, very close to last gen cars! -🟥LEC and 🟧PIA almost matched him -RBPT-powered drivers were quick. Instead, Cadillac and Audi struggled ⚠️ ALL the data in the first comment. Two main points: -🟩Aston did just ONE proper launch to 200km/h (which wasn't bad) -🟦VER made one crazy-quick launch: just 4.36s to 200km/h! He launched from the pit lane, revving to 11000rpm for some time, then dropped to 5000rpm and was slighshot forwards Raw data by @FormulaGhostLap 🤝 Made via @JMP_software #YesJMPcan

Ferrari’s “Rotating Wing” is the wildest concept since DAS - Here's how it works! 🔴Corner-Mode (Traditional): Max downforce, moderate drag 🟢Parachute-Mode (90°): downforce drops to ~0, drag skyrockets, possibly helping slow the car at the start of braking (🔵Straight → 🔴Corner) when speed and drag are highest 🔵Straight-Mode (180°): wing faces the OPPOSITE direction. With a cambered flap, this minimises drag… and even generates lift! Ferrari tailored the rear end to exploit this: -Highly cambered wing profiles → rotation massively reduces drag -Exaust deflector→ gases hit the wing’s lower side, boosting downforce in 🔴 Corner Mode and helping cancel drag in 🔵 Straight Mode Possible effects: ✅Less drag in Straight-Mode ✅Higher drag at braking start ✅Reduced rolling resistance on straights ⚠️Less stable initial braking? ⚠️Higher tyre wear on straights? Only time will tell, but things like this and DAS are what make #F1 what it is! 😃 [Images: @dr_obbs / @KyleEngineers /@Motor_Sport] @ScuderiaFerrari @LewisHamilton @Charles_Leclerc

I've analysed the telemetry of ALL 3,716 laps made during the #F1 Bahrain test, looking for the highest top speeds - here are the results! PU averages: 1)RBPT ✅ 2)Ferrari -5.8 km/h 👌 3)Mercedes -7.5 4)Audi -13.5 ⚠️ 5)Honda -15.5 ❌ -VER reached 344 km/h on Day 1, and no one has beaten it since! -The 2 fastest cars have an RBPT engine -Ferrari was 7km/h faster than Cadillac; Mercedes 6km/h faster than Alpine -Honda struggled the most, yet improved day after day (303→318→326). They are running a detuned mode to safeguard the PU. Audi's lack of top speed seems genuine, though No team is running full-power yet. Still, RBPT's PU is looking strong, while Audi's and Honda's gap looks due to more than just a different PU setting What's your prediction? #F1Testing2026 #F1testing

My prediction was right: 2026 #F1 cars will be WAY faster on the straights! 🚀 @OconEsteban reached 355 km/h once he was allowed full deployment, and no evidence of slipstream! In his best '25 quali lap, he reached 'just' 327km/h - and he mentioned reaching the top speed EARLIER on the straight in '26 The drag drop is massive (-37%), even assuming the ’25 car was in full ERS harvest (–120 kW), to be subtracted from ~615 kW ICE power (~840 hp). The ’26 car was +28 km/h faster despite a ≥95 kW (130 hp) power deficit Back in December, I predicted CxA = 0.66 → 359 km/h top speed, very close to real data (355 km/h → 0.68) 💡At least one (likely both) is true: -The new cars have extremely low drag -Ferrari's new ICE is stronger than F1 predicted (400kW) What’s certain: these cars will fly on the straights - and Catalunya isn’t even low-drag! [ CxA from drag POWER: 0.5ρCxAv^3 = ICEpower@vMax, ρ≈1.22 ]

Big design differences in the top 4 WCC teams' front wings! 💡 🟠McL: Complex design, featuring an outboard winglet! Loaded midspan ⚫️Merc: fixed primary flap, only the secondary can move → potentially less drag reduction 🔵RBR: Primary flap 'flat' (no camber) 🔴Ferrari: only one to have the front wing actuator ON the wing (and not inside the nose) → could disrupt airflow? Expect wings to look different in Melbourne! #F1 @McLarenF1 @MercedesAMGF1 @redbullracing @ScuderiaFerrari

This is, BY FAR, the best article I've ever read on the 2026 #F1 regulations, a must-read for any fan to get started with the new season! 💡 Written by F1 commentator @GaborWeber, I was honoured to contribute to it and to review it, together with two F1 professionals 😏 Exciting read ahead: wgmotorsport.hu/cikk/total-r…

I can’t quite make sense of Mercedes’ front-wing actuation choice -They’re the ONLY team not exploiting the 30 mm drag-reducing deflection allowed on the 🔵 primary flap, keeping it fixed 🤯 -They rely solely on the 🟡 secondary flap’s 60 mm deflection Expect a less-loaded secondary plane to limit straight-line drag, with a more-loaded upper plane to compensate It’s the most puzzling thing I’ve seen so far. There must be an upside, but for now, only the downside is obvious 🤔 Mercedes is famous for their clever solutions (e.g. DAS), what's your opinion? @MercedesAMGF1 @GeorgeRussell63 @f1

The 3 Ferrari-engined #F1 cars have VASTLY different cooling solutions! 🔴 Ferrari: -Upper Intake: medium-sized, triangular -Sidepods inlets: very complex geometry ⚪️Haas: -Upper: Largest (triangle + side inlets) -Side: Simple, rectangular ⚫️Cadillac: -Upper: Tiny triangle + small side inlets -Side: U-shaped Sidepod designs differ greatly, too (less sculpted for Ferrari, more for Haas, boxiest for Cadillac). This difference in design means that there might be space left to 'shrink' them for aerodynamic gains Unrelated: I LOVE Cadillac's livery! (similar colour-scheme to my logo 😇) What's your favourite thus far? @ScuderiaFerrari @HaasF1Team @Cadillac_F1

I simulated a 🟥2026 #F1 car’s acceleration against 🟦VER’s real Monza pole telemetry, and the result was shocking! Narrower track + active aero slash drag, so 2026 cars accelerate much faster than ’25 cars ERS power will drop above 290 km/h, yet the drag reduction more than offsets the lower ICE power! And that's without 'ERS Override': with that, maximum power will be retained until 337km/h! After opening the DRS, the 2025 car did start closing the gap... but was still slower by the end of Monza's long straight! I assumed a conservative 90% transmission efficiency for '26 and picked Monza to minimise ’25 drag… yet the acceleration gap stayed massive! 2026 cars will be ROCKETS 🚀