FIA CONFIRMS THE RESULTS OF THE FIRST TWO AUDO ASSESSMENT PERIOD

The FIA has confirmed the results of the first two Additional Development and Upgrade Opportunities (ADUO) assessment periods for the 2026 Formula 1 season, with no Power Unit manufacturer receiving any additional homologation upgrades following the second review.

ADUO was introduced for the 2026 regulations as a mechanism designed to help manufacturers whose Internal Combustion Engine (ICE) performance falls significantly behind the benchmark. Rather than acting as a traditional Balance of Performance system, the mechanism gives eligible manufacturers additional opportunities to develop their power units, alongside increased Cost Cap and dyno testing allowances.

The FIA evaluates the ICE performance of each manufacturer during three defined periods of the season. The assessment is based on an ICE Performance Index incorporating factors including input shaft torque, engine speed, MGU-K power and the impact of power sensitivity on lap time.

A manufacturer becomes eligible for ADUO when its ICE Performance Index is at least 2% behind the best-performing ICE.

Mercedes, Audi, Ferrari and Honda benefited from first review

The first ADUO assessment period was originally intended to cover the opening six races of the season. However, changes to the 2026 calendar resulting from the disruption in the Middle East meant that the period was adjusted to cover the first five races, ending with the Canadian Grand Prix.

The FIA subsequently confirmed that Mercedes fell within the 2-4% performance deficit window. As a result, the German manufacturer was granted one additional homologation opportunity for 2026 and another for 2027.

Audi, Ferrari and Honda were found to be more than 4% behind the leading ICE during the first assessment period. They therefore received two additional homologation opportunities for 2026 and two more for 2027.

All four manufacturers also received corresponding increases to their Cost Cap and dyno testing allowances.

No manufacturer qualifies after the Hungarian Grand Prix

The second ADUO review covered races six through 11, from the Monaco Grand Prix through to the Hungarian Grand Prix.

Following its analysis, the FIA confirmed that no Power Unit manufacturer was granted any additional homologation upgrades during the second period.

The governing body has not disclosed the individual performance figures behind its decision, citing the confidential nature of the data and the intellectual property of the manufacturers.

This means that none of the manufacturers accumulated a new set of ADUO upgrade opportunities as a result of the second review.

The FIA has nevertheless stressed that its analysis was extensive and that it has a high level of confidence in the results.

“The FIA has undertaken thorough and exhaustive analysis as part of our ADUO review process,” FIA Director of Single Seater Nikolas Tombazis said. “With the release of the findings of period 2, we are confident that, based on the quality of the data, its analysis is incredibly robust, giving us a high level of confidence in our findings.”

Tombazis added that 2026 is the first season in which ADUO has been implemented, meaning that some aspects of the system could be refined in future years through discussions with the Power Unit manufacturers.

What exactly does ADUO allow?

ADUO is not designed to artificially equalise performance on track. Manufacturers do not receive additional fuel flow, ballast adjustments or other direct performance advantages.

Instead, the system provides additional financial and development freedom to manufacturers that are sufficiently behind the leading ICE.

A manufacturer between 2% and 4% behind the best-performing ICE receives one additional homologation opportunity in the current season and another in the following season.

If the deficit is at least 4%, the manufacturer receives two additional upgrades in the current season and two more in the following campaign.

The financial allowances also increase according to the size of the performance gap. Manufacturers between 2% and 4% behind can receive up to $3 million outside their Cost Cap calculation, while the allowance rises to $4.65 million for a 4-6% deficit, $6.35 million for 6-8%, and $8 million for 8-10%.

For a manufacturer at least 10% behind, the allowance can reach $11 million per ADUO period. In 2026 only, such a manufacturer could also bring forward up to $8 million of Cost Cap allowance from future periods.

Upgrades are not limited to the ICE

Although ICE performance determines whether a manufacturer qualifies for ADUO, the additional upgrades themselves are not restricted solely to the combustion engine.

The regulations allow eligible manufacturers to make changes to a broad range of Power Unit components, including certain ICE elements, the exhaust system, turbocharger and wastegate or pop-off systems.

Eligible areas can also include electrical components and sensors mounted to the ICE or exhaust, the Energy Recovery System and its cooling systems, the MGU-K and Control Electronics. Certain hydraulic functions, fluids and ballast are also covered by the regulations.

This gives manufacturers considerable freedom in deciding where additional development resources can have the greatest performance impact.

The opportunities are not simply carried over

ADUO upgrades are also subject to strict timing rules. Additional homologation opportunities granted for a particular season must be used during that season. Any unused opportunity expires at the end of the relevant campaign and cannot simply be carried over indefinitely.

There is, however, an important exception when opportunities for the following season are awarded. If a manufacturer qualifies for ADUO again in the subsequent season, unused opportunities awarded from the previous year's assessment can potentially be combined with the new allocation.

This means that a manufacturer could, under the regulations, introduce four upgrades in a single season if it received two opportunities from the previous year's ADUO assessment and another two from a new assessment.

Final 2026 assessment still to come

The second review may not have produced any new opportunities, but the ADUO process is not yet complete for 2026. The third and final assessment period will cover races 12 through 18, beginning with the Dutch Grand Prix at Zandvoort and ending with the Mexico City Grand Prix.

The results of that review will determine whether any manufacturer falls at least 2% behind the leading ICE and therefore qualifies for additional development opportunities.

For Mercedes, Audi, Ferrari and Honda, the first-period allowances remain available according to the rules governing their respective 2026 and 2027 allocations. No new allowances were added after Period 2.

The final assessment will therefore be closely watched, particularly as manufacturers continue to develop their 2026 power units and the competitive picture evolves during the second half of the season.

With ADUO being introduced for the first time this year, its final 2026 review will also provide an important indication of how effective the new system is at giving struggling manufacturers additional development freedom without turning Formula 1 into a conventional Balance of Performance championship.

- Balazs Szabouu

LANDO NORRIS ISSUES 'WAIT AND SEE' PERSPECTIVE ON SPA GRID PENALTY DISCOVERY

Lando Norris has issued confidence in the possibility of a successful damage limitation job in this weekend’s Formula 1 Belgian Grand Prix, after having taken a 10-place grid penalty for the race.

The reigning World Champion is braced for the significant grid drop after McLaren opted to change the power electronic unit in order to reap benefits from Mercedes’ updates to them.

It will leave Norris in an extremely vulnerable position, needing to get into Q3 and perform well to mitigate the pain of the penalty.

But, speaking to media, including Motorsport Week, ahead of this weekend’s race, Norris was hopeful of nullifying the problems the grid drop will cause, conveying quiet confidence he will make up positions.

“We will have to wait and see how the overtaking is,” he said. “Most people would deploy basically the whole battery to Turn 5, and you would go from pretty much 100 percent battery to zero, so there is not much use for the battery, so we have to wait and see.

“We probably have a small straight-line speed advantage compared to the people a little further back, so we should have a good chance.

“But just to overtake in general, I think it could be pretty difficult here.

“But the slipstream is pretty big, and there are still a few straights where there is no straight mode, and therefore the slipstream is pretty large, and you can gain a good amount for that.

“So I don’t have all the answers yet, but we know it is better than Zandvoort and better than Hungary to take penalties, so I hope it is not the end of my weekend before it starts, but I am confident we can have a good weekend.

“We will wait and see.”

What can Lando Norris expect in midfield battle at Spa?

Spa-Francorchamps presents a unique puzzle for energy management, and it is one of the reasons Norris’ optimism is not entirely misplaced.

The uphill blast through Eau Rouge and Raidillon into the Kemmel Straight is the single biggest harvesting-and-deployment zone on the calendar, with cars spending an unusually long period at full throttle before drivers are forced to lift for the Les Combes chicane.

That long full-power phase burns through battery reserves quickly, but the compensating downhill and braking zones, particularly into Pouhon and the final sector, give the MGU-K plenty of opportunity to recover energy for the next lap.

The difficulty, as Norris alluded to, is that so many cars arrive at Turn 5 simultaneously low on charge, which flattens out what would otherwise be a clear straight-line advantage for cars with stronger deployment.

That bunching effect can work in favour of a recovering driver, since the field’s energy resources are levelled just as the long straights offer the best passing opportunities.

With Spa’s notoriously changeable weather adding a further variable to tyre and energy strategy, teams will need near-perfect harvesting execution through the middle sector to have anything left when it matters heading onto the straights.

- Jack Oliver Smith

FORMULA 1 MONACO GRAND PRIX 2026: MERCEDES RIVALRY HEATS UP, FERRARI LURKING

Credit: IMAGN IMAGES via Reuters Connect

Moving from the thrilling speeds of Montreal to the complex layout of Monte Carlo, Formula 1 shifts gears this weekend, offering a stark difference in racing styles. Monaco stands out as a highly esteemed jewel on the racing calendar, a win every driver wants to put on their resume.

With Mercedes facing internal conflicts, Ferrari exuding confidence, and the FIA implementing subtle rule changes specific to this circuit, the scene is prepared for an exciting Monaco Grand Prix in 2026.

Let’s explore the captivating storylines unfolding as F1 returns to Europe for this legendary race.

The Mercedes Problem Toto Wolff Can’t Ignore Much Longer

IMAGN IMAGES via Reuters Connect

Toto Wolff is grappling with a challenge that most team principals would welcome, with a big caveat.

Kimi Antonelli emerged victorious in Canada for the fourth consecutive time, jumping out to a comfortable 43-point lead in the driver’s championship hunt. But what truly stood out in Montreal was how he won his fourth-straight race. The young Italian and his teammate George Russell engaged in intense battles throughout the weekend in Montreal, constantly exchanging positions during both the sprint race and the Grand Prix until Russell’s engine failed on lap 29. It was captivating drama for race fans but a daunting task for those responsible for keeping both cars intact for the remainder of the season.

There was a close call on Saturday when Antonelli ran wide at Turn 1, skidding across the grass and narrowly avoiding collecting Russell on his return to the track. Wolff intervened over the radio to calm the young driver down. While they raced more cleanly on Sunday, the near-misses continued to accumulate. The upcoming race in Monaco presents a challenging scenario where there is minimal room for error and even less opportunity for recovery.

The pressing question on everyone’s mind is whether Wolff will establish clear rules of engagement before the situation escalates beyond repair. Russell hinted to reporters after the Canadian race that the championship was Antonelli’s to lose, a statement typically made when one is not convinced of its accuracy. Considering Antonelli’s struggles in Monaco last year, Russell must aim to start narrowing the 43-point gap on Saturday.

Ferrari Smells a Win, Leclerc Smells Home

IMAGN IMAGES via Reuters Connect

Following their Montreal outing, Ferrari is entering Monaco with a newfound sense of confidence, hinting at a potential breakthrough this weekend. While Lewis Hamilton’s notable second-place finish stood out in Montreal, Charles Leclerc, though not matching that speed, boasts a strong history at his home race in Monte Carlo. The Monegasque driver typically shines on this renowned track and Ferrari is marking his return with a distinctive race attire and cap.

The Ferrari SF-26 showcased impressive performance in slow turns during the Canadian Grand Prix, a trait that fits well with the demands of Monaco’s circuit. McLaren and Mercedes have both pinpointed Ferrari as the team to challenge in Monaco, highlighting the significance of chassis performance over engine power on this track. With Leclerc’s exceptional skills in single-lap racing and a resurgent Hamilton by his side, Ferrari has an opportunity to clinch its first win of the season at this prestigious location.

A Special Regulation Adjustment for F1 in Monaco

Formula 1 has introduced a temporary change to its regulations for the Monaco Grand Prix to bolster safety. The new measure involves deactivating the active aerodynamics feature called straight mode, which enables drivers to adjust their front and rear wings on straights to lessen drag, akin to the past DRS system.

For the Monaco race, straight mode has been completely disabled by the FIA, prioritizing safety concerns despite the historical use of DRS at Monaco in previous seasons. Drivers will still have access to overtake mode, providing an energy boost to those close to the car ahead. Additionally, the energy deployment plan has been adjusted for the narrow Monaco track, with the MGU-K hybrid boost now tapering off at 200 km/h instead of 290 km/h. This adjustment will lead the cars to produce more downforce than at any other point this season on straight paths, introducing a new challenge for drivers as they approach the harbor. This unexpected change brings an element of unpredictability to a race weekend typically known for its predictability.

The Importance of Qualifying in Monaco

For newcomers to Formula 1 seeking to understand the significance of Saturday at the Monaco Grand Prix, the reason is simple: overtaking is extremely difficult on this track. With 19 corners packed into the 2.074-mile circuit, minimal high-speed stretches, and few overtaking chances, securing a good position on the track is crucial.

Lando Norris is the defending champion, while Ayrton Senna holds the record for the most wins on these demanding streets with six victories. The task is straightforward in theory but demanding in practice. Drivers must deliver during qualifying on each lap, aware that even a small mistake could lead to contact with the barriers and an early end to their race. While strategy, safety car appearances, and track position are vital on race day, the groundwork for success is laid during qualifying, well before the race starts.

Increased Traffic Issues on an Already Crowded Circuit

An important development, though seemingly minor, is the increase to 22 cars competing on the narrowest track in Formula 1.

Cadillac’s entry this season expanded the grid to 22 contenders, heightening the challenge during qualifying sessions, especially in Q1 when all cars are simultaneously aiming for a clear lap. Finding room to set a fast lap without obstructing others is already a tough task for strategists on a regular weekend, but the Monaco circuit makes it even tougher.

Practice sessions offer limited relief, as cars operate at different speeds and fuel loads, potentially disrupting drivers on flying laps. Anticipate hearing frustrated radio transmissions as drivers grapple with blocked laps, which can lead to a significant grid penalty in Monaco, where track position is crucial for race success.

- SCOTT GULBRANSEN