Aston Martin reassigned Andy Cowell from the Group CEO and team-principal roles he held through 2025 to chief strategy officer ahead of the 2026 season. Technical chief Adrian Newey assumed the team principal role late in 2025. The move prompted questions in the paddock about whether a designer is the right fit for team leadership. As part of the wider reorganization, Aston Martin also reassigned Mike Krack to a trackside performance role.

The personnel changes were closely tied to Aston Martin’s switch from Mercedes-supplied engines to a bespoke Honda power unit, a technical shift sources say reshaped Cowell’s responsibilities. The team refocused him on optimizing technical partnerships with Honda, Aramco, and Valvoline. As a result, he attended Honda’s power-unit launch in Tokyo and Aston Martin’s 2026 car unveiling.

Cowell joined Aston Martin in 2024 after two decades at Mercedes High-Performance Powertrains and a spell out of the sport after 2020. Aston Martin insiders and PlanetF1 sources described relations as strained as Cowell’s remit narrowed after the engine homologation process, and some reports characterized the split as acrimonious. Reports differ on Cowell’s departure timeline, with several outlets saying he could leave in June or before the summer break, while others expect him to remain on Aston Martin’s books through year-end.

Fernando Alonso warned that the 2026 Formula 1 regulations, with increased electrification, strict energy-management rules, and tighter technical limits, risk reducing driver control and even taking some of the joy out of driving. Speaking after his first day in the Aston Martin AMR26 and again at the team launch in Saudi Arabia, the two-time world champion said the rules push electrification toward a near 50/50 split between electric and combustion power, making harvesting and electrical deployment central to race strategy. It also forces lifting and coasting, even during qualifying, as drivers may need to recharge the hybrid battery mid-session.

Alonso singled out specific technical constraints he called “over-restrictive,” including ramp-down rates, activation zones for overtake mode, and a rule requiring maximum energy deployment for one second at corner exits. He warned that extensive team simulation work under the new package left little room for individual talent to alter race outcomes, saying teams “had most answers by Thursday and there were few surprises by Sunday.” In addition, Also warned that the changes had reduced some of the “adrenaline” that came with lighter, louder cars of the late 1990s and early 2000s. He described the heightened energy-management requirements as “a bit annoying,” but also said teams and drivers would adapt, pointing to series such as IndyCar and the World Endurance Championship.

Reactions in the paddock were mixed: Lando Norris and Toto Wolff suggested smarter drivers could still gain an edge under the new rules, while Aston Martin designer Adrian Newey and driver Lance Stroll were more skeptical or indifferent about how racing style would change. Mercedes’ George Russell said he did not find the situation unnatural, and Haas rookie Oliver Bearman called it “a bit sad.” Aston Martin has pursued radical new design concepts for pre-season testing, and there were reported concerns about Honda’s power unit after a Barcelona shakedown. Alonso’s views carried extra weight given he is 44, has started a record 425 Grands Prix, and has an Aston Martin contract due to expire at the end of the season.

Cadillac has appointed Marc Hynes as Chief Racing Officer of its new Cadillac F1 team. He will lead driver development and align the squad’s sporting and technical operations as Cadillac prepares for its 2026 debut. Hynes’s remit includes aligning the driver roster with engineering, streamlining sporting and technical procedures, and shaping team culture and performance to strengthen collaboration between technical and sporting departments.

Hynes brings both racing and management pedigree. He was the 1999 British F3 champion and previously led driver development at the Marussia/Manor operation. He managed Project Forty Four and worked closely with Lewis Hamilton’s management from 2015–2021, briefly reuniting with Hamilton in 2024 before separating again ahead of his move to Cadillac. Team principal Graeme Lowdon, a former Marussia/Virgin colleague who now co-owns Equals Management with Hynes, described him as a major asset for the new operation.

Operationally, Hynes will work alongside Lowdon and directly manage race drivers Valtteri Bottas and Sergio Perez, while overseeing reserve driver Zhou Guanyu and test driver Colton Herta. Herta is competing in F2 in 2026 and seeking promotion to F1. Cadillac says Hynes will focus on driving peak performance across the driver program, where he intends to create “clarity, alignment, and discipline” so drivers and engineers can perform at their best as the team establishes its driver pathway and on-track program.

Kimi Antonelli walked away unhurt after a crash near his home in Serravalle, San Marino, on Saturday, Mercedes confirmed. The 19-year-old called the police to the scene after his privately owned Mercedes AMG GT 63 PRO 4MATIC+ struck a guardrail. Local officers attended, and Mercedes said Antonelli was the only person involved. The limited-edition “Motorsport Collectors Edition” AMG GT 63, one of 200 examples with hand-painted Petronas livery and a 4.0-liter twin-turbo V8, was damaged in the incident.

The Brackley-based Formula 1 squad described the incident as an isolated road accident and said it had no impact on the driver’s fitness ahead of the competitive build-up to the new season.

He is scheduled to drive the W17 in multiple sessions at the Bahrain test, including the opening day’s afternoon slot, alternating with teammate George Russell. The crash comes as Antonelli prepares for his second Formula 1 season with Mercedes, after recording three podiums in his rookie campaign, and taking his first pole in the Miami sprint. The Italian went on to finish seventh in the drivers’ championship, and Mercedes entered the Bahrain test among the title favorites as teams fine-tune cars ahead of the season-opening races.

Aston Martin staged a public launch in Dhahran, Saudi Arabia, to reveal the AMR26 and its new satin green livery. However, a livestream of the event suffered technical glitches. The car is the first Aston Martin design under Adrian Newey and the team’s first works partnership with Honda. The AMR26 ran in an all-black/exposed-carbon test guise during a Barcelona shakedown two weeks earlier, appearing late on Day 4 and logging 65 laps.

Newey now serves as team principal while remaining managing technical partner. The AMR26 shows notable design changes, including revised suspension concepts and tight engine-bay packaging to accommodate Honda’s RA626H power unit. It also highlights a move away from some Mercedes customer components toward an in-house gearbox and rear-suspension solution. Honda praised the electric side of the RA626H while expressing less satisfaction with its combustion element. Reports around the return of works engines referenced regulatory disputes, such as an interpretation over compression ratios involving Mercedes.

Organisational shifts accompany the technical overhaul. Andy Cowell has moved to Chief Strategy Officer to coordinate the Honda integration, and Aston Martin has completed factory upgrades and a new wind tunnel. Fernando Alonso and Lance Stroll were retained for a fourth successive season, with Alonso framing 2026 as a critical campaign, and owner Lawrence Stroll publicly defending the investment in the team.

With limited early mileage from Barcelona, Aston Martin will run two Bahrain pre-season test windows, February 11–13 and February 18–20, to validate the car’s concepts and assess reliability before the championship begins. The AMR26, its Honda power unit, and the reworked organisation were presented as the centerpiece of a technical, livery, and competitive reset ahead of the 2026 season.

Isack Hadjar has been confirmed as a Red Bull Racing driver for the 2026 Formula 1 season and will partner four-time world champion Max Verstappen. His arrival coincides with a major technical reset that will bring shorter, lighter cars, overbody aerodynamics, movable wings, and new power units with a 50/50 electrical-combustion split. Red Bull’s 2026 package is centered on the RB22 and the team’s first in-house powertrain developed in partnership with Ford, making the engineering transition as important as the driver change.

Hadjar earned promotion after a strong 2025 debut with satellite team Racing Bulls, scoring 51 points, taking a podium at the Dutch Grand Prix, and posting the best qualifying record of any driver outside the sport’s top four teams. His results led to him displacing Yuki Tsunoda. Commentators have highlighted his rapid progression. Alex Brundle called him the central rookie to watch in the uncertain new era and said the regulation reset gives Hadjar a favorable chance to establish himself if he adapts quickly. Felipe Massa endorsed the move as “an amazing opportunity,” adding that Hadjar should have an easier time adapting at Red Bull than Liam Lawson did. Hadjar himself reportedly expected the seat and has stated his aim to be a world champion who must beat everyone, including Verstappen.

Both Brundle and the reporting emphasize that Hadjar’s prospects will depend as much on Red Bull’s new package as on his own adaptability. Brundle suggested that if the RB22 proves less competitive than hoped, Red Bull might have additional reasons to lean on Hadjar during the transition. He also cautioned that early indicators, such as reports of a strong Mercedes power unit and Lewis Hamilton posting the fastest shakedown time in a Ferrari, remain provisional until the new cars run in a race environment. The signing, therefore, represents not only a major personnel change but also a strategic test of driver hierarchy and development under fundamentally altered technical rules. Hadjar’s early career is set to be shaped by how quickly he and the team navigate 2026’s reset.

On paper, McLaren starts 2026 as the team to beat. The squad enters the season as back-to-back constructors’ champions (2024, 2025) and with Lando Norris crowned 2025 drivers’ champion after a final-round showdown in Abu Dhabi. However, sweeping 2026 rule changes amount to a fundamental reset of chassis, aerodynamics, and power-unit fundamentals, so last season’s advantages may not carry over.

McLaren’s dominant mid-2024 MCL38 and its follow-up MCL39, which relied on very low ride heights and a particular floor concept, are likely to have limited read-across to the new regulations. Chief designer Rob Marshall has said key performance edges are “effectively gone.” Aerodynamics technical director Peter Prodromou led a major redesign McLaren described as largely new: slightly narrower and producing less downforce, and built to suit higher-rake setups and altered floor and wing rules.

Compounding the aerodynamic reset, McLaren remains a Mercedes customer under a supply partnership that runs through 2030. That customer status can create structural disadvantages versus manufacturer teams that design chassis and power unit together from the start of a regulations cycle. Mercedes impressed with reliability at the Barcelona shakedown, which reduces engine-side risk for McLaren, and reports suggest Mercedes will lead power-unit development in 2026 and benefit from aggregated data across its customer teams, a potential development-gap risk for McLaren.

Off track, McLaren has retained its championship-winning driver pairing of Lando Norris and Oscar Piastri (third in Drivers’ Standings in 2025). Team principal Andrea Stella has signaled continuity of driver equality and said the team will “streamline” rules of engagement after Piastri’s remark that current practices “probably caused some headaches.” McLaren also hired Will Courtenay from Red Bull as sporting director. Those operational tweaks, combined with the new aerodynamic package and continued Mercedes supply, form the core of McLaren’s defense plan.

McLaren revealed the MCL40 and its 2026 papaya-and-black livery at the Bahrain International Circuit, becoming the penultimate team to show its new look ahead of pre‑season testing. The garage-presented design stays broadly in line with recent years but leans more heavily on papaya with a revised black pattern on the engine cover; McLaren described it as its final papaya-and-black scheme. McLaren also promoted Mastercard to title sponsor, increasing its branding on the car, the team’s first title sponsor since Vodafone more than a decade ago.

McLaren ran an unofficial shakedown in Barcelona in late January in a black camouflage wrap, completing 287 laps, fewer than Mercedes’ 500, with only Audi, Cadillac, and Aston Martin recording fewer among the 10 teams present. The MCL40’s fastest time in Barcelona sat within 0.25 seconds of Lewis Hamilton’s benchmark lap, which team principal Andrea Stella said underlines that Mercedes “has raised the bar.” The car will remain in Bahrain for the two scheduled test blocks on February 11–13 and February 18–20 as McLaren continues on‑track preparations ahead of the season opener in Melbourne on March 8.

The launch framed McLaren’s bid to defend both the drivers’ and constructors’ titles after securing a record‑equalling constructors’ crown and Lando Norris’ maiden drivers’ title in Abu Dhabi in 2025. Norris will carry the No. 1 on the MCL40, with Oscar Piastri alongside him. Racing CEO Zak Brown said early indicators point to competitiveness while urging caution about firm conclusions this early. Some bookmakers have already flagged Mercedes and George Russell as early favorites. With F1’s 2026 regulation reset expected to reshape the grid, the MCL40 launch served as both a visual reveal and a technical preview of how McLaren intends to defend its double titles. As of the Bahrain event, Aston Martin remained the only team yet to show its 2026 livery, with the Adrian Newey–designed AMR26 scheduled for an unveiling Monday evening.

At the team’s digital season launch, Toto Wolff described 2026 as “a line in the sand” and presented the W17 as a deliberate reinvention rather than an incremental update. He outlined sweeping changes to power units, aerodynamics, chassis dimensions, and energy deployment, including a near 50:50 combustion-electric split and the removal of the MGU-H. The team boss further stressed closer integration between Brackley and Brixworth, naming George Russell and rookie Kimi Antonelli as his race drivers, and confirming Fred Vesti as the reserve driver.

Mercedes reinforced that intent with a heavy Barcelona shakedown, reporting roughly 500 closed laps and more mileage at the Circuit de Catalunya than any rival. Russell and Antonelli said they were satisfied with the W17’s progress. Rival teams have publicly and privately questioned a reported compression-ratio loophole in the 2026 engine rules and suggested it may have given Mercedes an early advantage. However, Wolff has pushed back publicly and expressed private frustration. Reporting stresses that the debate centers on scrutiny of the regulations rather than any formal ruling by the sport’s authorities.

Wolff said he does not want “world dominance,” preferring close championship battles, and pointed to the new chassis and engine rules, the cost cap, and largely equal equipment as checks on wide performance swings. The immediate test of whether Mercedes’ early running translates into a sustained advantage will come at pre-season testing in Bahrain, with two test windows on Feb 11–13 and Feb 18–20, followed by the season-opening race in March. Those sessions will provide the first competitive measure of how the W17 performs under the new regulations and whether Mercedes’ reinvention yields a durable edge or simply early promise.