Pirelli will remain the exclusive tire supplier to the FIA Formula One World Championship through 2028 after the FIA exercised an option to extend its existing agreement with Formula One Management and the Italian manufacturer by one year.

It will also continue to be the exclusive tire supplier to the the FIA Formula 2 Championship, the FIA Formula 3 Championship and F1 Academy. It has been the exclusive partner of Formula 1 since 2011, having been present in the series since the inaugural race in 1950.

FIA president Mohammed Ben Sulayem, said, “Pirelli has been an important partner to the FIA Formula One World Championship for many years, providing a consistently high standard of performance, innovation and safety at the highest level of our sport. This extension through to the end of 2028 provides stability for the championship and reflects the strong collaboration between the FIA, Formula One Group and Pirelli.”

Stefano Domenicali, president and CEO of Formula 1, added, “We’ve enjoyed an incredible history and partnership with Pirelli, relying on their technical brilliance and focus on performance, innovation and sustainability for many years, so I’m delighted that the FIA and we will continue that relationship for another year. As we continue to push boundaries across the technical regulatory framework, Pirelli’s commitment to quality gives all the teams and series it supplies peace of mind as they know they are working with some of the most advanced tires in the world.”

Marco Tronchetti Provera, executive vice chairman of Pirelli, said, “We are pleased to extend our presence in Formula 1 by a further year, to 2028. Last year, we surpassed the milestone of 500 Grands Prix, taking on and winning significant technological and innovation challenges throughout our long involvement. Pirelli is not just a supplier but instead a strategic partner that has been able to support the constant growth of the championship, driven by the joint work of the Federation and the promoter. Formula 1 represents the best laboratory for us to innovate, test cutting-edge technical solutions and continually improve research and development processes, for the benefit of tomorrow’s road tires.

“The extension of the partnership also allows us to continue supporting F1 Academy, contributing to the growth and development of new talent in motorsport,” he concluded.

In related news, Pirelli and McLaren Trophy have extended their official tire supplier partnership

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With 1,001ps and a top speed of more than 217mph (349km/h), the Audi Nuvolari hybrid supercar is the most powerful and fastest production vehicle in the history of the four rings, according to the auto maker.

Accelerating from 0-62mph (100km/h) in 2.6 seconds and reaching 124mph (200km/h) in 6.8 seconds, the Nuvolari features technologies inspired by Formula 1, such as the high-performance hybrid powertrain, quattro predictive ride, active aerodynamics and the new Audi Space Frame (ASF) with carbon exterior.

“With the Audi Nuvolari, we are accelerating technological progress,” said Gernot Döllner, chairman of the board of management of Audi.

Hybrid powertrain with four drive units

Powered by a hybrid high-performance powertrain with a maximum system output of 736kW (1,001ps), the Nuvolari combines a 4.0-liter V8 biturbo engine delivering 588kW (800hp) with three axial flux electric motors, each producing 110kW. The lithium-ion battery has a gross capacity of 7.3kWh. The combustion engine delivers a maximum torque of 730Nm and reaches up to 10,000rpm.

Two oil-cooled axial flux electric motors at the front axle deliver up to 2,150Nm of torque. As an integral part of the quattro system, they support variable torque distribution. A third electric motor between the V8 mid-engine and the transmission completes the drive concept.

“Our entire team has once again demonstrated its technical expertise, innovative strength and dedication,” said Rouven Mohr, CTO of Audi.

The quattro predictive ride

The quattro drive stands for “traction, control and driving dynamics in all conditions,” the German auto maker said, adding that in the Nuvolari, it had further developed this principle with the next generation of all-wheel drive with the quattro predictive ride.

Detailed sensor data – including steering angle, acceleration, yaw rate (rotation of the vehicle around its vertical axis, which determines steering response in corners) and current grip level – continuously feed into the control system, creating a highly precise vehicle state model.

If the system anticipates a potential loss of grip in a corner, it responds proactively as an integrated system. The drive units distribute torque in both longitudinal and lateral directions. The brakes stabilize the vehicle through targeted interventions and reduce slip. The aerodynamics adjust the downforce according to the situation.

Drivers can also influence the system with four driving modes: E-Hybrid (fully electric), Balanced (comfort, efficiency and performance), Dynamic (agility and precision) and Dynamic+ (driving experience). Vehicle dynamics can be further refined in Track Mode.

Audi Space Frame 

The vehicle architecture is designed for lightweight construction and high torsional rigidity using Audi Space Frame technology with a carbon exterior, which combines low weight with high structural strength.

Almost all exterior components are made from carbon fiber-reinforced polymer (CFRP). All carbon fiber components have been developed using Formula 1 expertise, such as the prepreg autoclave technology, in which pre-impregnated carbon fibers are shaped and then cured under high pressure and temperature.

Active aerodynamics inspired by Formula 1

Each exterior element serves a clearly defined aerodynamic function, from the front splitter to the rear diffuser. Audi’s Formula 1 drivers provided targeted feedback during the development phase to fine-tune aerodynamic performance.

Front air intakes ensure effective brake cooling as well as efficient thermal management of the combustion engine and hybrid components. A vented front end, known as an S-duct, improves aerodynamic efficiency at the front axle, delivering additional downforce, reducing lift at high speeds and improving cooling of the powertrain.

The central element of the active aerodynamic system is the deployable adaptive rear wing. It controls downforce and drag across three configurations: closed, low downforce (LD) and high downforce (HD). A drag reduction system (DRS), familiar from Formula 1, can also be activated manually via a dedicated steering-wheel button to further lower the wing.

Dynamic energy management

The energy management system is also inspired by motorsport. Boost and recuperation strategies are closely linked to torque distribution. As an integrated system, it continuously manages the interaction between power delivery and energy recovery.

Adaptive strategies for coasting and brake recuperation extend energy recovery to nearly all driving phases. At the front axle, electric deceleration takes on a significant portion of braking, while at the rear axle, coasting, partial load and traction control phases are used for recuperation. Purely electric deceleration of up to 0.3g is possible.

Braking system

A motorsport-inspired brake-by-wire system enables variable distribution between recuperation and hydraulic braking. The brake pedal is functionally decoupled from actual braking force at the wheels to ensure a consistent and precise pedal feel.

At the core of the system is the new Audi Ceramic Pro braking system, designed for consistently high deceleration and precise control.

At the front axle, 10-piston fixed calipers work with 420 × 40mm brake discs, while at the rear, four-piston calipers are paired with 410 × 32mm discs. The brake discs, derived directly from Formula 1, are based on a long-fiber carbon structure designed to withstand extreme thermal loads without compromising structural integrity or consistent friction characteristics.

In related news, Gazoo Racing unveils GRMN Corolla

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Dynisma has announced that it has installed a driving simulator at BWT Alpine Formula One Team’s Enstone HQ. The installation was completed in 2025 and supported the team’s preparation for the 2026 Formula 1 technical regulations.

Dynisma’s motion generator technology provides a highly realistic driver-in-the-loop simulation environment, combining sub-5ms latency, bandwidth of up to 100Hz, sustained lateral motion and unlimited yaw capability. This enables drivers and engineers to evaluate vehicle behavior with a high degree of realism and repeatability, supporting trusted correlation across development activity.

With teams now actively developing cars under the current regulation set, simulation continues to play a central role in supporting fast, informed decision-making. At Enstone, the Dynisma simulator supports correlation with track data, wind tunnel results and CFD analysis, while also enabling detailed work to understand the behavior and interaction of the 2026 regulations covering powertrain, aerodynamics and tires.

The simulator is being used to support car development, setup evaluation and driver preparation during the 2026 season and will continue to form a core part of the team’s technical capability in future seasons.

BWT Alpine Formula One Team commented, “The 2026 Formula 1 regulations are a big departure from anything that we had before and required completely new cars in every aspect. Simulator work is a core part of how we develop and refine the car across multiple areas and is especially useful when there are such big changes. Driver-in-the-loop simulation helps us to understand vehicle and system behaviors and to connect driver feedback with our wider engineering data. Dynisma’s motion technology provides a realistic and repeatable environment that supports that process and underpins informed decision-making throughout the season.”

Ash Warne, the founder and CTO of Dynisma, added, “In all forms of vehicle development, simulation needs to deliver realism and trusted correlation if it is to add real value. That depends on a true 1:1 response between what drivers and engineers experience in the simulator and what is seen in track data, wind tunnel testing and CFD. We are pleased to see this capability being used by BWT Alpine Formula One Team as a client, supporting confident decision-making across a complex development program under the current regulations.”

In related news, JCB chases new land speed record with H2 ICE

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McLaren Racing has announced a multi-year technology partnership with Intel, which has been appointed as the official compute partner of the McLaren Mastercard Formula 1 Team and Arrow McLaren IndyCar Team and official partner of the McLaren F1 Sim Racing Team.

The partnership combines Intel’s semi-conductor engineering with McLaren Racing’s on-track expertise. Under the agreement, Intel technologies will support McLaren Racing in turning large volumes of data into actionable insight through a secure, scalable compute foundation. This includes trackside edge computing to enable real-time analytics and race-day decision-making.

As part of the partnership, Intel branding will be featured on the McLaren Mastercard F1 Team cars, starting at the Montreal race this weekend. Branding will appear on one of the Arrow McLaren IndyCar Team cars at this year’s Freedom 250 in Washington DC and at the iconic Indy 500 from 2027.

Intel branding will also feature on the McLaren F1 Sim Racing Team on-stage simulators for the final event of the F1 Sim Racing World Championship this month. From the 2027 season, Intel will feature on the team’s virtual livery.

Zak Brown, CEO, McLaren Racing, said, “Performance in IndyCar and Formula 1 racing is driven by technology, and partnering with Intel strengthens our ability to innovate at scale. Intel has already been an important part of our technology ecosystem, and their leadership in computing will play a critical role in how we design, build and race our cars. We’re excited to deepen this relationship even further.”

Lip-Bu Tan, CEO, Intel, added, “Formula 1 racing and IndyCar are some of the ultimate proving grounds for high-performance computing. Intel is proud to be McLaren Racing’s compute partner, and to be part of a team that thrives on precision, speed and innovation. Together, Intel and McLaren will push the boundaries of what’s possible, transforming data into competitive advantage at every turn.”

Related news, Ferrari reimagines mid-rear V8 Spider design with one-off HC25

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The FIA, team principals, CEOs of power unit manufacturers and FOM have agreed several refinements to the 2026 FIA Formula 1 World Championship regulations. The final proposals presented were the result of a series of consultations over the past few weeks between the FIA and technical representatives, with extensive input from F1 drivers.

Discussions around potential adjustments were based on data gathered from the first three events of the 2026 season.

The 2026 regulations were developed and agreed in close partnership with the FIA, teams, OEMs, power unit manufacturers and FOM. Changes to the regulations were discussed against the backdrop of this collaboration.

The proposals agreed will be implemented after the Miami race, apart from the race start changes, which will be tested in Miami and adopted following feedback and analysis.

FIA president Mohammed Ben Sulayem said, “I would like to praise everyone across the Formula 1 ecosystem – the FIA staff, teams, drivers and the power unit manufacturers – for the constructive and collaborative work carried out in a very short space of time.”

Qualifying

Adjustments to energy management parameters, including a reduction in maximum permitted recharge from 8MJ to 7MJ, are aimed at reducing excessive harvesting and encouraging more consistent flat-out driving. This change targets a maximum superclip duration reduced to approximately 2-4 seconds per lap.

Peak superclip power has been increased from 250kW to 350kW, cutting recharging time and reducing driver workload on energy management. This will also be applied in race conditions.

The number of events where alternative lower energy limits may apply has been increased from eight to 12 races, allowing greater adaptation to circuit characteristics.

The race

The maximum power available through the boost in race conditions is now capped at +150kW (or the car’s current power level at activation if higher), limiting sudden performance differentials.

MGU-K deployment is maintained at 350kW in key acceleration zones (from corner exit to braking point, including overtaking zones) but will be limited to 250kW in other parts of the lap.

These measures are designed to reduce excessive closing speeds while maintaining overtaking opportunities and overall performance characteristics.

Race starts

A new ‘low-power start detection’ system has been developed, capable of identifying cars with abnormally low acceleration shortly after clutch release.

In such cases, an automatic MGU-K deployment will be triggered to ensure a minimum level of acceleration and mitigate start-related risks without introducing any sporting advantage.

An associated visual warning system is being introduced, activating flashing lights (rear and lateral) on affected cars to alert following drivers.

A reset of the energy counter at the start of the formation lap has also been implemented to correct a previously identified system inconsistency.

Wet conditions

Tire blanket temperatures for intermediate tires have been increased following driver feedback, to improve initial grip and tire performance in wet conditions.

Maximum ERS deployment will be reduced, limiting torque and improving car control in low-grip conditions.

The rear-light systems have been simplified, with clearer and more consistent visual cues to improve visibility and reaction time for following drivers in poor conditions.

These final proposals will now be put before an FIA WMSC e-vote.

“While we have faced an unexpected gap in the calendar due to circumstances beyond the sport, all parties have remained fully committed to acting in the best interests of Formula 1,” said Sulayem. “More than ever, the drivers have been at the heart of these discussions, and I would like to thank them for their valuable input throughout this process. Safety and sporting fairness remain the FIA’s highest priorities. These changes have been introduced to address the issues identified in the opening events and to ensure the continued integrity and quality of the competition. We now look forward to the rest of what promises to be an exciting 2026 season.”

In related news, a technical restructure at Red Bull Racing aims to strengthen performance and development 

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Oracle Red Bull Racing has announced a series of organizational changes within its technical department, aimed at reinforcing its focus on performance and innovation.

Effective immediately, Ben Waterhouse assumes an expanded leadership role as chief performance and design engineer, with overarching responsibility across design and vehicle performance, reporting directly to technical director Pierre Wache. Waterhouse joined Red Bull from BMW-Sauber in 2014, first as deputy technical director at Scuderia Toro Rosso, and since 2017 as head of performance engineering at Oracle Red Bull Racing.

This change is an effort to strengthen integration between design and vehicle performance and accelerate the development of competitive, high-performing solutions.

On July 1, Andrea Landi will join as head of performance, reporting to Ben Waterhouse. He has extensive Formula 1 experience from his previous roles as deputy head of vehicle performance at Ferrari and deputy technical director at VCARB.

In related news, former Mercedes engineer Dan Milner joins Williams F1 team

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Atlassian Williams F1 Team has appointed Dan Milner as chief engineer – vehicle technology.

Milner joins the team after 20 years of association with Mercedes, most recently, a 14-year stint with the Brackley-based organization across the Honda, Brawn and Mercedes-AMG Petronas F1 Team eras. Milner contributed to multiple World Championships in senior technical leadership roles including eight consecutive Constructors’ titles.

Milner progressed from simulation and design roles at Mercedes into senior leadership, including six years heading powertrain integration and transmission design. Most recently, as chief engineer for R&D, he led a multidisciplinary team delivering development and test programs. Outside F1, he has held senior design roles in the America’s Cup with Ineos Britannia, and also worked in the defense sector.

At Williams, Milner will be accountable for vehicle technology, driving on- and off-car performance through complex, integrated technology programs. He will champion first-principles engineering, accelerate development across hardware, simulation, test and quality, as well as embed strong links with car programs to ensure rapid conversion of ideas into race performance.

Milner said, “I’m thrilled to be joining Atlassian Williams F1 Team as chief engineer across vehicle technology. After 20 years of association with Brackley, it’s the right moment to take on a new challenge. Williams has a clear, ambitious plan to move forward, and I’m looking forward to bringing my experience and knowledge to help accelerate that journey. I can’t wait to meet the team, learn the organization, and get to work converting ideas into performance on track.”

Matt Harman, engineering technical director at Williams, added, “Dan brings broad experience and clear leadership. He has led major programs across R&D and powertrains, turning ideas into performance, and he knows how to bring teams together to deliver. Dan will be central to our vehicle technology plan and to converting innovation into consistent performance gains on track, so we’re thrilled to have him on board as we continue our plans of bringing Atlassian Williams F1 Team back to the front of the grid.”

Related news, GitiCompete GTR1 selected as official tire for Lotus Cup China 2026

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Audi has made an adjustment to the management structure of its Formula 1 project. In addition to his existing duties as head of Audi F1 Project, Mattia Binotto will now assume the responsibilities of team principal, with Jonathan Wheatley leaving the Audi Revolut F1 Team with immediate effect for personal reasons.

Wheatley had been part of the Audi F1 Project since April 2025. Together with Binotto, he built up the racing team at the Hinwil facility in Switzerland, which immediately scored points on its Formula 1 debut in early March.

“We are grateful to Jonathan Wheatley for his contribution to the project during the crucial entry phase and wish him all the best for the future,” said Gernot Döllner, CEO of Audi and chairman of the board of management of Audi Motorsport.

“Mattia Binotto and the team will continue to pursue the path we have chosen with determination. Our focus remains unchanged: we are concentrating all our efforts on building a team competing at the highest level that will challenge for world championships in Formula 1 by 2030. We will continuously develop our organizational structures to achieve our shared goal in a sustainable manner.”

Related news, WRC set for UK return with Rally Scotland

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Honda has returned to F1 as a works partner of Aston Martin, with the new partnership’s season getting off to something of a rocky start. However, the abilities of Honda’s teams in Sakura City in Japan and Milton Keynes in the UK should never be underestimated, as its comeback in the last rules cycle to provide a multiple championship-winning power unit proved.

PMW Magazine gained an exclusive audience with Honda Racing’s Shintaro Orihara, trackside general manager and chief engineer. Speaking in Bahrain pre-season, he was under no illusions as to the difficulties the new regulations present to a power unit manufacturer.

Top of the list of challenges is handling a 350kW MGU-K with a relatively tiny energy store. “The MGU-K power is massive, but the battery volume is the same as the last regulations,” Orihara explained. “It has become much more difficult to manage the energy, so we need to harvest as much as possible and deploy as much as possible.”

The resulting demands on the energy store, and the management of its energy content, are therefore much greater than before. “The battery SoC swings a lot and also, the power difference between MGU-K on and off is a huge difference. Where we deliver max power, that is a very difficult point,” he said.

Of course, none of this is news, and Honda has been working extensively off-track to nail this balancing act, but it was only once cars were on track in Bahrain that the subtleties became apparent. “We learned this is a very unique regulation through this winter testing. So now we are learning a lot in terms of energy management, that is most challenging for us. The lap time sensitivity [around energy management] is much higher than last year.”

Orihara said that athough much preparation work was undertaken prior to the power unit’s track debut at the Barcelona test, “discussion and actual operation is quite different”. However, he was happy that both parties are approaching the development of the trackside and operational relationship with an open mind.

Works relationship

As a works partner, Honda has been closely integrated with the Aston Martin F1 Team through the build-up to 2026. So how has this working relationship developed, particularly given the presence of Adrian Newey, a designer known to place great importance on tight packaging of the powertrain for aero performance?

According to Orihara, Honda’s in-house development work began back in 2023, with the Aston Martin partnership getting underway soon after. “The power unit has been developed with the team, because the power unit design comes from the car demand,” he explained, with the caveat: “Adrian Newey had a lot of requirements and Honda was keen to listen to those demands and meet those demands as much as possible. We have spent three years [on this] and I think the relationship is quite strong.”

But how do you balance the design intent of someone like Adrian Newey and the practical realities of producing a reliable power unit with the correct performance?

“It’s a good question,” mused Orihara. “It’s important to find the compromise point. But Adrian Newey is the best designer, and if the demand comes from Adrian Newey, Honda will respect that demand as much as possible. Sometimes, if it is impossible from a reliability viewpoint, we may say no. But, if we see a negative performance effect but total [car] performance is increased by the demand, we will respect the demand. It [power unit design] is defined by lap time demand, but also by Adrian demand.”  

Combustion challenges 

Looking at the ICE side of the power unit, Ohirhra singled out the loss of the MGU-H as “a complete game changer”. Previously, he said maximising H performance was everything, as increased output enabled longer deployment of the MGU-K throughout a lap. “If we increased engine performance but that meant we lost MGU-H performance, then we couldn’t use that technology,” he said. “With the new regulations, and no MGU-H, we only need to focus on improving engine performance.”

Ohirhra also pointed to the still-present challenge of maximizing combustion efficiency with the added complication of working with 100% sustainable fuel: “The performance mainly comes from combustion, and for combustion performance, it is important that we can burn the fuel correctly, how we get energy from the fuel.” While there has always been a close relationship between power unit manufacturers and fuel partners, the ties are closer than ever before.

“It is not only doing the testing, but we also need a very open mind to show them our dyno data,” Ohirhra said. “For example, normally on the dyno, we measure combustion pressure, which is super, super confidential, we are [now] sharing that type of information.”

Related, F1 2026 tech hub

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McLaren Racing has announced an extension of its partnership with Dell Technologies, continuing a long-standing collaboration that supports the McLaren Mastercard Formula 1 Team and McLaren F1 Sim Racing Team on and off the track.

The partnership, which began in 2018, has become a critical part of how McLaren designs, develops and operates its race cars throughout the season. Dell’s technology is used across the organization, from engineering and manufacturing to real time operations during the race weekends.

As part of the renewed partnership, Dell will continue to provide the computing tools and infrastructure that enable McLaren’s people to collaborate globally and respond quickly to the demands of a modern Formula 1 campaign. This includes supporting intensive analysis, simulation work and day-to-day operations for team members at the factory, on the road and at the track. Dell hardware also powers McLaren’s e-sports activity through the McLaren F1 Sim Racing Team.

Using Dell

Using the Dell AI Factory, including Dell PowerEdge servers and end-to-end AI capabilities, McLaren processes up to 1.5TB of data per race weekend, enabling rapid simulation, digital twin modeling and real-time scenario planning.

To meet the demands of high-performance computing, McLaren’s data foundation is powered by Dell PowerStore and Dell PowerScale, enabling scalable storage for complex modeling and computational fluid dynamics workloads, ensuring the team can accelerate development and deploy in-season upgrades with agility.

Zak Brown, chief executive officer, McLaren Racing, said, “Our work with Dell Technologies has become a natural part of how we operate as a Formula 1 team. Their support strengthens the way we work across the organization, helping us stay agile and competitive in a sport where details matter. Extending this partnership reflects the confidence we have in what we can achieve together.”

Gerri Tunnell, chief marketing officer, Dell Technologies, added, “The relationship between Dell Technologies and McLaren Racing showcases what’s possible when two organizations are dedicated to pushing boundaries. Dell’s solutions are a catalyst for human progress. With McLaren, we’re demonstrating how the combination of powerful technology and human ingenuity can deliver real competitive advantages in high-stakes environments – an approach that inspires innovation across industries worldwide.”

Related news, Schneider Electric becomes McLaren Racing energy technology partner 

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