Jonas Leo
Veteran Formula 1 commentator and former driver Martin Brundle has issued a stark warning to the FIA, calling for immediate intervention to rectify what he terms a "fundamentally flawed" power delivery system within Formula 1. His urgent plea follows a recent high-speed incident involving Ferrari junior driver Ollie Bearman during a Super Formula race at the Suzuka circuit, an event that, while not directly an F1 race, starkly highlighted the dangers of unpredictable speed differentials on track and underscored concerns about modern F1 power unit characteristics.
The incident at the Japanese Grand Prix saw Bearman, a rising talent who made his impressive F1 debut with Ferrari earlier this season, take evasive action during the Super Formula race. He rapidly closed in on Alpine Academy driver Franco Colapinto, who was actively harvesting energy at a critical point on the Suzuka track. Bearman’s sudden manoeuvre led him to dip onto the grass, resulting in a loss of control and a subsequent collision with the barriers. While the British driver emerged from the wreckage largely unscathed and was medically cleared by on-site personnel, the proximity and nature of the collision drew significant attention to the potential hazards of varying car performance profiles, especially under energy management protocols.
Speaking on the Sky Sports F1 Show, Brundle offered a nuanced perspective on the Suzuka crash, defending Colapinto’s actions while simultaneously identifying a systemic issue. "Well, it was high closing speeds," Brundle observed. "I think Franco Colapinto, I don’t think there was any malice in there. He could have given him a bit more space. I suspect he was looking down at his steering wheel, trying to work out what was going on with a gutless racing car underneath him that wasn’t accelerating." Brundle contrasted this with Bearman’s situation, who was "on full beans and coming at him," leading to their dangerous encounter on a long, flat-out curve at the iconic Japanese circuit. Suzuka is renowned for its high-speed sections and challenging corners like the Esses and 130R, where such speed differentials become exponentially more perilous.
Brundle acknowledged that significant closing speeds and sudden decelerations are not entirely new phenomena in motorsport, recalling similar challenges faced in endurance racing at Le Mans and in past Formula 1 eras. He drew parallels to historical scenarios where cars might slow due to engine problems or missed gears with manual gearboxes. However, he emphasized a crucial distinction: in previous decades, drivers often had discernible cues – the smell of burning oil, visible smoke, an audible engine misfire – providing them with vital warnings. "Back in the day, we probably had some clues that was going to happen," he noted. "You could smell the oil burning, see some smoke, or hear an engine misfire… So, you’re always ready for it."
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The former F1 driver highlighted that even in periods like the turbo era, when qualifying tyres and boosted engines produced immense speed differentials, drivers adapted to manage these conditions. "Closing speeds in qualifying, as when we used to have the turbos and qualifying tyres, would be double what they are now, for example. You had to manage it. So, let’s not pretend that’s a 2026-only issue."
The core of Brundle’s concern, however, lies in the unpredictable nature of modern Formula 1 hybrid power units, specifically their "self-learning" aspects and energy management systems. These complex systems, integrating an internal combustion engine (ICE) with two motor-generator units (MGU-H and MGU-K) and a battery, constantly manage energy deployment and harvesting. While designed for efficiency and performance, their sophisticated algorithms can lead to moments where the car’s power delivery becomes inconsistent and decoupled from direct driver input. This can result in sudden, unexpected losses of power as batteries deplete or harvesting modes engage, creating a "gutless" feeling described by Brundle.
This lack of predictable, linear power delivery was powerfully articulated by McLaren driver Lando Norris, whose recent comment Brundle cited: "’I didn’t want to overtake Lewis Hamilton, but my battery decided it did and then I had nothing to defend with.’" This anecdote underscores a critical issue: drivers feeling a loss of agency and control over their machinery due to automated energy management strategies. This directly contravenes a long-standing and fundamental regulation in Formula 1, Article 27.1 of the Sporting Regulations, which states: "The driver must drive the car alone and unaided." Brundle stressed that drivers "shouldn’t have any surprises by a self-learning car" and that this fundamental principle is being undermined.
To address this, Brundle advocates for a return to more predictable power delivery. "The power delivery must be proportional to what the driver is doing with the throttle. That’s a fundamental. It has to be linear, as I said. They’ve got to get rid of that." The current F1 power units are incredibly advanced, generating immense electrical power, but their strategic management can lead to scenarios where a car’s performance profile changes drastically and unexpectedly mid-straight, posing significant risks on circuits where speed differences are already amplified.
Brundle asserted that driver safety, while paramount, often finds itself lower on the list of priorities for regulatory bodies than it should. He outlined his perceived hierarchy of safety priorities: "The top priority is the fans because they’re paying to be there. They haven’t bought into any element of risk, and they have to be protected. Next up are the marshals, the corner workers, because they’re not being paid to be there, but they assume an element of risk because they’re trackside. Next up, for me, are the pitstop crew in terms of priorities. And finally, the drivers. The cars are pretty safe. Everybody’s health and safety is sacrosanct."
Despite placing drivers last in his hierarchy of vulnerable stakeholders, Brundle emphasized the immediate and undeniable obligation of the FIA to act. With drivers, potentially through the Grand Prix Drivers’ Association (GPDA), having voiced these concerns, the regulatory body is now under considerable pressure. The GPDA, a powerful advocate for driver safety since its inception in 1961, is known for its concerted efforts in pushing for safety improvements, from track design to cockpit protection like the Halo. "I would be pretty certain they’ve put that in writing through the Grand Prix Drivers’ Association as well," Brundle stated. "So, if a car flies into the crowd now and they haven’t done something, shown some due diligence on this, then the FIA will be in for the high jump."
The urgency is particularly acute given the impending Miami Grand Prix. Brundle unequivocally stated: "The FIA will now have to make a change for Miami because the drivers have voiced this. It’s very much out there." The challenge, however, is deeply rooted in the current hardware. "We’re hamstrung. We’ve got a motor that turns out three times its electrical power compared to last year, and the battery depletes in any given decent straight." This technological reality creates a difficult balancing act between performance, efficiency, and consistent power delivery.
Brundle acknowledged that the F1 community has been aware of these potential issues for some time. "We’re between a rock and a hard place really on this because the hardware is just not up to it. And we’ve talked about this for three years now. We knew it was going to be like this. This is fundamentally flawed." Despite the inherent challenges of the current power unit regulations, he expressed optimism that solutions can be found to mitigate the immediate risks: "But I think they should be able to smooth some of these elements out."
The imperative now falls on the FIA to implement timely and effective adjustments to the power unit regulations or software protocols, ensuring that the unpredictable power delivery of Formula 1 cars does not compromise driver safety or the safety of trackside personnel and spectators. The outcome of these discussions and any subsequent changes will be closely watched as the Formula 1 season progresses to circuits like Miami, where high-speed sections and tight chicanes demand absolute predictability from the machinery.
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Author Profile
- Jonas Leo is a passionate motorsport journalist and lifelong Formula 1 enthusiast. With a sharp eye for race strategy and driver performance, he brings readers closer to the world of Grand Prix racing through in-depth analysis, breaking news, and exclusive paddock insights. Jonas has covered everything from preseason testing to dramatic title deciders, capturing the emotion and precision that define modern F1. When he’s not tracking lap times or pit stop tactics, he enjoys exploring classic racing archives and writing about the evolution of F1 technology.
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