Adrian Newey was credited with jump-starting Aston Martin’s recovery after a difficult recent preseason. He was appointed team principal in March while retaining his managing technical partner role, and owner Lawrence Stroll also named him to head the team’s operations. Newey designed the AMR26, the squad’s first Newey-designed car. Several figures in the paddock, including former driver Pedro de la Rosa, called his intervention “critical” and praised his clear technical direction. de la Rosa said the group was “not worried” and asked that judgment be reserved until the end of the season.

The problems Newey inherited were severe and multifaceted. According to sources at the F1 Commission, he told rivals Honda’s new power unit was failing to harvest hybrid energy at the regulatory lower limit of 250 kW and could not reach the 350 kW threshold. The shortfall reduced straight-line power and prevented engineers from gathering accurate aerodynamic data. Bahrain testing exposed reliability and supply issues, as the team completed the fewest laps, and Honda reportedly had only one functional battery by the final day. In addition, an energy recovery system fault curtailed Fernando Alonso’s running, and spare-part shortages limited Lance Stroll to a six-lap cameo. The team also suffered integration problems. Its first in-house gearbox was “miscommunicating” with the engine and producing erratic behavior, prompting some paddock observers to warn Aston Martin risked being the slowest team, and might miss the 107% qualifying threshold, and could even be unable to start the season opener in Australia.

Aston Martin has leaned on new infrastructure and intensive data collection while seeking technical fixes. The AMR26 was built in the team’s new wind tunnel, and the simulator came online at the start of 2025. During curtailed running in Bahrain, the squad focused on logging as much data as possible to diagnose the issues. Team figures urged caution in judgment but said resolving Honda’s hybrid energy recovery shortfall and the gearbox–engine integration will be decisive if Newey’s technical leadership, the new facilities, and the Honda partnership are to close the performance gap.

Yuki Tsunoda escaped unharmed after a historic Red Bull RB7 caught fire during a show run on San Francisco’s waterfront. Tsunoda made his first public appearance since losing his race seat late in 2025 and assuming the role of Red Bull’s test and reserve driver (2026). He was driving the 2011 title‑winning RB7 in a Red Bull-Ford show run when, after a series of donuts, smoke and then flames erupted from the car’s rear. Fan footage showed spectators shouting for him to get out as he calmly unbuckled, stood up, and climbed from the cockpit while response vehicles arrived. Reports and eyewitness videos indicated he was uninjured, and no other injuries were reported.

Organizers halted the event early and retired the RB7 from the demonstration, leaving smoke and smoldering wreckage on the waterfront. The RB7 is closely associated with Sebastian Vettel’s 2011 championship, and the fire drew extra attention because it occurred during a public show rather than in competition.

Coverage combined fan video and eyewitness reaction with technical commentary. Observers also noted Red Bull’s new in-house power unit, developed with Ford, had been praised for reliability in preseason testing, but no technical cause for the RB7 fire has been provided. There is also no confirmation that the modern power unit was involved. The incident prompted questions among observers about potential logistical and reputational fallout for Tsunoda and Red Bull. Isack Hadjar replaced Tsunoda on Red Bull’s 2026 race roster after the Japanese driver scored 33 points and finished 17th in 2025.

Oscar Piastri reshuffled his management and trackside support for the 2026 Formula 1 season, with long-time manager Mark Webber stepping back from regular trackside duties to concentrate on commercial matters while remaining part of the driver’s management. Piastri confirmed the change during pre-season testing in Bahrain, describing it as a planned shift that will see Webber attend fewer events and saying that “there wasn’t anything specific, we just made a decision for things to look a bit different.”

The reorganization places engineer Pedro Matos as Piastri’s main presence at grand prix weekends. Matos worked with Piastri as his race engineer at Prema when the Aussie won the 2021 FIA Formula 2 title and earlier in British F4 in 2017, and will now take on weekend engineering duties. Australian mental-performance coach Emma Murray will increase her involvement during race weekends, and is best known for her work with three-time Supercars champion Scott McLaughlin. Piastri framed the changes as practical adjustments to support on-track performance as drivers and teams adapt to the sport’s new technical cycle.

Piastri credited Webber with playing a key part in his move from Alpine to McLaren and said Webber had been a steady presence across his first three F1 seasons. He denied any dramatic fallout from the reshuffle and said the revamped support team and car will face their first true test at his home race in Melbourne (March 6–8). Separately, commentators, including former driver Ralf Schumacher and unnamed podcast hosts, suggested McLaren had instigated some restructuring to restore calm after Piastri’s difficult second half of the 2025 season. He led the championship for 15 rounds but ultimately finished third behind teammate Lando Norris and Max Verstappen, an assertion presented as outside commentary rather than Piastri’s account.

Mercedes has acknowledged a growing problem with race starts on its new W17 under the 2026 regulation changes, with George Russell warning the team was “stumbling” and saying two of his practice starts were “worse than my worst-ever start in Formula 1.”
Russell said poor starts in Bahrain had cost positions, even causing him to spin his tires and be overtaken by teammate Lewis Hamilton before Turn 1, and he warned that fixing launches was the “tallest hurdle” the team must clear to avoid losing races.
The issue prompted the FIA to organize extra practice starts during the Bahrain weekend and introduce blue-light warnings to improve safety around launches.

The three-day final pre-season test at the Bahrain International Circuit was teams’ last intensive on-track assessment before the season opener in Melbourne. Run under a new technical rule set — including major changes to chassis, aerodynamics and power units plus the introduction of sustainable fuels — the test imposed a steep learning curve across the F1 paddock. Mercedes, McLaren, Ferrari and Red Bull arrived with significant updates and much of the running focused on systems integration: revised hybrid energy harvesting and deployment, new software and cooling maps, reliability work and race-management procedures.

On-track sessions ran daily from 07:00–16:00 local time. Early indicators showed the front-running teams operating in a similar performance window, but lap times were considered deceptive because squads used different fuel loads, tire compounds and bespoke run programmes. Midfield teams concentrated on extracting gains from fresh upgrades while adapting to the broader technical changes.

Live paddock coverage accompanied the running: PlanetF1 provided session-by-session updates and flagged that fans could stream all laps (some reports suggested using a VPN such as ExpressVPN to follow the feeds), while F1i and other outlets published curated photo galleries. A number of outlets used inconsistent day labels in their pictorial recaps, sometimes describing sessions as “penultimate.” Teams balanced aggressive data collection with deliberate concealment of detailed setup and outright-pace information — keeping ballast, setups and full programmes under wraps and leaving open the possibility of late low-fuel runs. Testing concluded after the three-day session; squads will return to base to analyze the collected data and finalize preparations ahead of the Australian Grand Prix in Melbourne.