Audi accepted that the FIA measured the pressure above 4.8 barA but argued it occurred over one lap due to unexpected temperature rises. However, FIA stewards ruled that the car must comply at all times, which it did not. Bortoleto sat out the start of qualifying after this issue.

Nico Hulkenberg, Bortoleto’s team-mate, did not start the sprint race due to a mechanical failure. Meanwhile, Bortoleto’s car was dismantled in the Audi garage during qualifying. The situation worsened when his car emitted smoke during the cooldown lap after qualifying, indicating a potential brake issue.

Bortoleto started the main race from 22nd position due to his disqualification. Hulkenberg managed to qualify for the main race after repairs were made to his car. This incident marked the third time in five events that an Audi driver failed to start due to engine problems.

Gabriel Bortoleto expressed frustration, stating, “My brakes are on fire man.” This incident adds to Audi’s struggles in the current Formula 1 season, with multiple engine-related issues affecting their drivers.

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The trick enabled drivers from both teams to maintain maximum deployment of their MGU-K for longer than allowed, providing an advantage of 50kW to 100kW over competitors during the final sector of qualifying laps. Observers noted that all four drivers from these teams could run at maximum deployment as they approached the finish line.

This practice was first spotted by rivals during the Australian Grand Prix, leading to scrutiny from the FIA. Safety concerns were highlighted when drivers experienced power losses during the Japanese Grand Prix, prompting Ferrari to raise alarms about the implications of the trick.

In response, the FIA clarified that MGU-K shutdowns must only be utilized for legitimate emergencies, not for systematic performance enhancement. They have now issued updated technical directives to enforce this ban ahead of the Miami Grand Prix.

The FIA has introduced a ‘continuous offset’ mode to deter the use of the MGU-K shutdown trick. If the MGU-K is shut down, it cannot be activated again for 60 seconds, which could be detrimental during races.

Mercedes and Red Bull had realized they could exploit this trick during cooldown laps after qualifying efforts without facing penalties. However, the FIA’s latest measures aim to eliminate such loopholes.

The ban on this qualifying trick reflects the FIA’s commitment to ensuring fair competition and safety in Formula 1. The governing body has updated technical documents to enforce the new regulations effectively.

As the Miami Grand Prix approaches, teams will need to adapt to these changes. The FIA has now clamped down on this practice, emphasizing the importance of safety and compliance with regulations in the sport.

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Oliver Bearman was involved in a crash during the Japanese Grand Prix on March 29, 2026, raising concerns about safety and closing speeds in Formula One under new regulations. The incident occurred at Spoon Curve during the 21st lap when Bearman lost control of his vehicle while pursuing Franco Colapinto.

Bearman, who was traveling at 190 mph, sustained a significant 50G impact during the crash but was fortunate to avoid serious injury. He was cleared at the track’s medical center and reported that he was “absolutely fine” after the incident, describing the moment as “scary.” An X-ray confirmed that Bearman did not have any fractures.

The crash triggered a Safety Car deployment during the race, which ultimately saw Kimi Antonelli emerge victorious, becoming the youngest driver to lead the world championship. The incident has led to increased scrutiny of the closing speed differences between drivers, with Bearman noting a concerning 50 kph speed differential between himself and Colapinto at the time of the crash.

In the aftermath, the FIA announced it would review the regulations, with three meetings scheduled to assess the situation. Bearman expressed his concerns about the closing speeds under the new regulations, emphasizing the need for urgent action regarding safety in Formula One.

Key figures in the sport have reacted to the crash, with Carlos Sainz stating, “We’ve been warning them about this happening,” and Andrea Stella asserting that this issue should “jump to the top of the agenda.” Ayao Komatsu remarked, “Yes. It could have been a lot worse,” highlighting the potential severity of the incident.

The crash has sparked a broader conversation about safety protocols in Formula One, as officials and observers call for immediate attention to the regulations governing driver interactions on the track.

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At the recent Australian Grand Prix, Mercedes secured a strong position by locking out the front row with drivers George Russell and Kimi Antonelli. In contrast, Lewis Hamilton faced challenges, qualifying seventh, which he described as “not the best” but felt solid throughout the weekend.

Hamilton’s Insights on Mercedes’ Edge

Hamilton expressed a desire to understand the reasons behind Mercedes’ performance advantage, particularly in engine power. He noted that Mercedes had a lap-time advantage of 0.785 seconds over Red Bull, attributing at least two tenths of that advantage per sector to power.

“I want to understand why it’s two tenths or more just through power, per sector,” Hamilton stated, reflecting on the competitive landscape. He also mentioned that he could have potentially qualified third or fourth had he not faced engine issues during Q2.

Implications of FIA Regulations

The FIA has been involved in discussions regarding engine compression ratios, with a new reduced compression limit of 16:1 set for the 2026 season. Hamilton expressed concern that if Mercedes’ advantage stemmed from these compression ratios, it would be disappointing. “If it’s not, and it’s just pure power, we have to do a better job,” he added.

Hamilton’s teammate, Charles Leclerc, who qualified fourth, indicated that there was an eight-tenths gap between Mercedes and Ferrari, further emphasizing the need for improvement within the team.

Looking Ahead

The FIA is expected to implement new tests for compression limits starting June 1, but uncertainties remain regarding the exact reasons for Mercedes’ performance advantage and whether the new regulations will effectively address the compression ratio issue. Details remain unconfirmed.

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