As I strolled through the Formula 1 wing of Audi Sport’s cutting-edge facility in Neuburg, Germany, I was ushered into a space filled with machines reminiscent of Dexter’s Laboratory. The engineer responsible for that specific area indicated that the robotic needle adjacent to him could, with a mere gentle touch, scrutinize any car component for internal fissures that are thousands of times finer than a human hair. He gestured to a poster which, as he claimed, validated everything he had stated. The poster was in German.
I remarked, “So this is how a sport that began with cars being modified in barns and raced by chain smokers became so costly, huh?” He didn’t respond with laughter. To him, in his little section of a complex that cost hundreds of millions to construct and equip, it’s that scientific procedure that distinguishes between a podium finish and ending up outside the scoring positions; between completing the race and crashing dramatically; between bringing home a victory for Audi in the only racing category yet to be conquered and wishing for that glory. It’s everything.
That was back in November. Since then, the newly established Audi Revolut F1 Team—essentially a complete reformation of the Sauber squad situated in Hinwil, Switzerland—has embarked on a rollercoaster journey in its inaugural season at the peak of motorsport. The adventure began on a high note in Australia when it accomplished the nearly unimaginable feat of earning points in its very first F1 race.
China yielded mixed results, including one DNF in the sprint race and one DNS on Sunday. Following that, things became rather chaotic. Team principal Jonathan Wheatley, who had emerged as the face of the team with his ever-optimistic outlook, abruptly stepped down after just two races. No alert, no reason provided (at least none disclosed publicly by either party). Perhaps Netflix will reveal the truth in the upcoming season of Drive to Survive.
“This is motorsport, you can’t be cautious. We stretch the boundaries. We’re testing the limits.”
-Allan McNish
After experiencing the Japanese, Miami, and Canadian Grand Prix and engaging with the team in various ways—mostly by becoming a nuisance greeted with “You again?!” by the drivers—I’ve gained insight into the team’s hectic schedules, extended work hours, and the emotional ups and downs that each race weekend entails. From witnessing Mattia Binotto’s inaugural day as Team Principal in Suzuka to Allan McNish’s debut as Racing Director in Miami, and both cars successfully starting and finishing all six track sessions in Canada, it’s already been a lengthy and challenging journey for Audi, but the reality is that this is merely the beginning.
In Japan, the atmosphere felt grim. The shock of Wheatley’s exit was evident on every team member’s face. Nico Hulkenberg even mentioned he received the news from his mother via phone after she saw it on television. Nevertheless, there were silver linings. Both cars finished the race on Sunday, and Hulkenberg even set the top-speed record at Suzuka at 217 mph, ultimately finishing in 11th place, just one position shy of the points-scoring 10th position. Gabriel Bortoleto finished 13th. More significantly, Suzuka represented both an end and a new beginning for the young team, which evidently had much work ahead before heading to the United States.
Next on the agenda: A five-week staycation following the cancellation of both Middle Eastern races on the calendar.
Time to Refocus
I arrived bright and early Thursday at the Miami International Autodrome (a.k.a. the Hard Rock Stadium parking lot) to a distinctly different atmosphere compared to Japan. Within moments of entering the team’s hospitality area, positioned on the gleaming football turf, I spotted Binotto entering with a broad smile. Following him was the star of the weekend: Allan McNish. The former F1 racer, three-time Le Mans champion, and accomplished sports car competitor appeared cheerful as he interacted with his staff.
An Audi icon in his own right, the notable Scot was there with a clear mission: to continue from where Wheatley left off, motivate the team, and lay a strong foundation for enduring success in the seasons to come. I sat down with him on Friday after FP1 to discuss his rise from director of driver development to racing director.
“You can’t change your identity; you can’t alter your DNA or your character,” McNish revealed to The Drive when asked how his leadership approach might reflect or differ from Wheatley’s. “I have a particular method of collaborating with people. I believe I understand Audi very well. I’ve been associated with them for 25 years, you see. If you cut me in half, you’ll find the rings somewhere in there.
“At the same time, this is a people-centric game. People design cars; they develop the technology, and then drivers implement it. So it’s about uniting a team and a group of individuals with a shared vision. You know, I’m not referencing Jonathan, but just mentioning that during my time in Formula E, when I managed the team there, it was a comparable situation. The only variance I’d mention is that this team is significantly larger.”
Miami did not yield the outcomes that McNish would have desired on his debut. Saturday’s sprint race became chaotic when Hulkenberg’s car experienced a mechanical issue on the formation lap, requiring him to pull out of the session. Bortoleto finished the sprint in 11th place but was subsequently disqualified for exceeding the FIA’s maximum engine intake air pressure limit. Sunday brought similar mixed results, as the young Brazilian finished 12th, while Hulkenberg retired due to engine overheating.
Despite the highs and lows—or perhaps because of them—McNish described some progress made in Miami. I would concur. It’s important to note that, up until this point, the team had participated in merely four races under the Audi name. Moreover, much of the staff that transitioned from Kick Sauber had undergone revamping leading into the 2025 season. While there is an abundance of experience throughout, it’s reasonable to expect that the organization is still in the process of forming a cohesive unit.
“You must complete your preparations ahead of time,” stated McNish regarding his outlook for upcoming races. “When you arrive at the circuit, you execute; there’s no improvisation. That’s risky, and we’re not in Las Vegas yet.
“I’ll tell you exactly what my father advised me: ‘It’s all about the 5 Ps. Proper preparation prevents poor performance. Do your homework, son. Do your homework, and you’ll pass the test. If not, your chances will be limited.’ Therefore, that’s fundamentally how I’ve approached all my racing endeavors since 1981.”
Gabico
Gabi and Nico, or as the “Audmins” refer to them on social media: Gabico. You honestly couldn’t ask for a better driver combination than these two. Hulkenberg is as seasoned as they come, and regardless of his record, he’s one of the most skilled drivers currently on the grid. He’s raced for 10 teams—Williams, Force India (twice), Sauber (twice), Renault, Racing Point, Haas, Audi—during his 16-year F1 career. Much like Fernando Alonso and formerly Sebastian Vettel, Hulkenberg frequently extracts more from the car than what anyone would anticipate. He’s a competitor and a diligent worker who understands how to communicate with engineers to secure what he needs, making him an excellent role model for young racers. He remains driven and devoted to his craft, but above all, he’s straightforward. As he mentioned in Miami when I queried him about the fans’ outcry regarding the new regulations: “If you don’t like it, you don’t have to watch.”
“There are 22 of us who have this position in the greatest sport in the world. If you’re not satisfied doing it, then I’m not sure what to tell you,” Hulkenberg stated to The Drive during the Miami GP.
Twenty-one-year-old Bortoleto stands at the opposite end of the scale. The Brazilian is only in his second season in F1, yet has impressed at every phase of his journey, receiving endorsements (and backing) from Alonso as he progressed through the ranks, and later even Max Verstappen when he delved into online racing. His commitment and systematic method of approaching a race weekend have been hailed as “second to none” by some of the finest in the industry, and it’s something Bortoleto attributes to his father and his upbringing. The quotes below were gathered from a sit-down interview I conducted with Bortoleto in Montreal, which will be fully published in the weeks ahead.
“I’m a strong believer,” Bortoleto told The Drive when asked if there was ever a time in his journey to F1 when he thought his dream had reached its end. “I’m realistic, of course, but I really believe in myself. There was never a moment like that.
“If you’re ready to sacrifice everything in life to become a world champion someday, then there’s nothing that can stand in your way. If you aren’t passionate or dedicated enough to endure the tough times, then you don’t deserve to achieve greatness,” he added.
“My brother sacrificed his racing career for me, so my father always wanted to see me put in the effort. If I was lazy, he would give me grief for it, but I never gave him much reason to do that.”
-gabriel bortoleto
Rightly so, McNish expressed his absolute trust in his lineup and conveyed that he doesn’t often need to step in to keep them focused. He humorously noted that, at most, he just needs to ensure they don’t party too hard—which Bortoleto quickly brushed off with laughter.
“There’s a bit of guidance at times,” McNish explained. “Nico has navigated it all and knows what he’s doing. Gabi is very early in his career and has massive potential—top-tier potential—so it’s about merging it all together with some direction. I have experienced the good and the bad in motorsport, and I’ve seen everything in between. Occasionally a [track] session doesn’t go as planned, but it’s not the end of the weekend. So you have to embrace it and transition to the next step, and drivers typically excel at moving forward.”
R26 and Regulations
I first encountered the Audi R26 F1 car in Munich, about four months prior to the team’s debut race. To me, it is the best-looking car on the grid, apart from a couple of one-off liveries from other teams. That said, the yellow-themed Nuvolari livery from Monaco arguably surpasses them all.
Unfortunately, one does not win races based on aesthetics. The car must perform.
It’s clear that the R26 is capable of performing, and performing well, which is remarkable considering that this is the first F1 power unit Audi has ever created. This isn’t the hybrid engine found in an endurance prototype or a diesel engine designed to operate 24 hours non-stop. This is arguably the most intricate engine for a four-wheeled vehicle globally. Despite its reliability challenges and the numerous regulatory hurdles the team has faced since development began, it has provided a strong foundation for the team to build upon.
“You can never be cautious. This is motorsport. We push the boundaries. We’re stretching the limits,” McNish told The Drive. “On the flip side, this is our inaugural season, and with such a shift in the regulations, you wouldn’t want to go all-out aggressive right from the start. The crucial factor is how we cultivate and progress as a team and as a technical package throughout the season, and how that sets the stage for 2027, ’28, and ’29. Keep in mind, we’re only at race four [in Miami], but we’re actually considering where we need to be in 2029, 2030.”
Additionally, the R26 has exhibited commendable speed across various circuits. From the long straights in China to the flowing curves of Japan and the narrow streets of Monaco, Audi’s titanium arrow has demonstrated itself to be a flexible race car. While it was the budget cap and the 2026 regulations that attracted Audi to the sport, the effect of those rules and adjustments pre-Miami (and likely more modifications to come) have also presented another challenge to navigate while managing growing pains.
“It’s our debut year, and although we have racing experience, there are many aspects that are very specific to the Formula 1 power unit, particularly concerning the internal combustion engine,” McNish stated. “We are extremely knowledgeable about the electric side, therefore we are developing the [combustion] area. Also, let’s not forget that part of this year’s regulations entails fully sustainable fuels, which is a significant shift. Our partner BP excels in that area, but again, it’s about developing fuel and the power unit in tandem; you can’t just throw it all in. It is all part of the learning curve, which is why some teams that were quick last year aren’t performing as well this year.”
Following Miami, McNish articulated that the regulatory amendments that took effect for that GP were “endorsed” by Audi, but “arrived late.” The team evaluated the changes to the hybrid deployment, harvesting rates, and other systems on the dyno before the race, but they weren’t certain how these would perform in actual scenarios until they hit the track.
Montreal marked a significant breakthrough for the team regarding reliability, although lap times around Circuit Gilles Villeneuve didn’t meet their competitive ambitions. Nevertheless, both cars completed the sprint race and were striving to break into Q3, having done so multiple times during the season. Additionally, Hulkenberg achieved a 12th-place finish on Sunday, which was one position down from the unluckily familiar 11th that he has tallyed all season long. He has concluded the races in 11th or 12th in China, Japan, and Canada.
“This is our inaugural season. Ferrari has been in this game since forever. We have had success in other motorsport, and you’re aware of that, but this is a different chapter. We lack the experience to understand all the boundaries that need pushing.”
-ALLAN MCNISH
In Monaco, Hulkenberg finished 10th following the Great Reshuffle due to pit-lane-speeding penalties for other competitors, but was subsequently demoted to 13th due to a time penalty for causing a collision. Bortoleto, who originally qualified 16th on the grid, had to start from the pit lane after his car unexpectedly shut down prior to lining up on the grid. Nevertheless, he executed a remarkable recovery and completed the race in 12th. It was indeed a tumultuous weekend, yet having both cars near points-scoring positions demonstrated that the team was making progress.
In our final discussion, McNish and I addressed the perceptions surrounding the 2026 regulations, primarily regarding how fans have embraced them thus far. He was straightforward.
“Racing has continually advanced and evolved, along with its technology,” he noted. “Today’s cars are equipped with paddle shifters, but back when I had my first F1 test, it was an H-pattern, eight-speed gearbox with a foot clutch. When paddle shifters emerged, people grumbled about it not being real racing, claiming that the driver lacked control with the new gearbox. We’ve encountered various complaints throughout the years.”
Six Completed, 22 Remaining
As of Monaco, Audi finds itself ranked third from the bottom in the Constructors’ World Championship with just two points—courtesy of Bortoleto. Aston Martin has one, and Cadillac has none.
However, this ninth-place standing hardly represents the advancement the team has achieved in only six races, nor does it account for the fact that, had it not been for issues encountered in nearly every race so far, Audi would very likely be nestled somewhere between Williams and Haas with another 10 points to its tally. This is far from an illusion—it’s a reality, considering the decent pace of the cars on a seamless day.
Regrettably, merely speculating “what if,” “what should be,” or “hoping” for flawless days won’t resolve anything, and Audi is well aware of that. This is a brand that has triumphed in the 24 Hours of Le Mans 13 times in the prime category, along with numerous victories in various GT classes. From rally to sports cars, Audi has excelled in every form of racing it has entered. It’s in F1 not just to participate but to win, with the ultimate objective being to secure a world championship by 2030, as outlined in the team’s initial “Mission 2030” roadmap.
“Foundational Chaos” is the term that springs to mind when trying to encapsulate Audi’s journey in F1 thus far. Not because the team is rooted in disorder—quite the opposite. It’s the chaos itself that’s helping to forge a sturdy foundation to build on. A pressure-forged, baptism-by-fire kind of experience.
In Binotto, McNish, Hulkenberg, Bortoleto, F1 Academy’s Emma Felbermayr, and all the diligent Audi team members I’ve had the extraordinary opportunity to connect with since last year and across multiple races this season—from the accommodating staff who provide food and beverages in the team’s hospitality to the delightful communications team and even the engineer back in Neuburg who remained unfazed by my joke—the passion for racing and drive to succeed is tangible. The commitment and eagerness to solve challenges in one of the world’s most intricate technical environments are commendable.
The growing pains will persist; that’s simply part of the sport. However, the learning curve will eventually stabilize. While I am uncertain whether the team will clinch its first championship by 2030, I am confident that it will be winning races long prior to that.
“You need to allow time for progress, and at the end of the year, we will come together for a debrief,” concluded McNish. “Not everyone will be pleased. Winners are happy. Those who aren’t winning aren’t happy, and we strive to be winners.”
Email the author at [email protected]
**An Examination of Audi’s Difficult Start in Formula 1: Factors and Consequences**
Audi’s entrance into Formula 1 has been met with enthusiasm and doubt, as the prestigious automotive manufacturer shifts from its successful background in endurance racing to the fast-paced realm of F1. This examination explores the factors contributing to Audi’s challenging beginning in the sport and the consequences for the brand and the championship.
**1. Competitive Environment**
Formula 1 is defined by its fiercely competitive landscape, with established teams like Mercedes, Red Bull, and Ferrari dominating the grid. Audi’s entry coincides with a period when these teams have refined their technologies and strategies over the years, creating a daunting challenge for newcomers. The significant learning curve tied to grasping the nuances of F1 racing, from aerodynamics to tire management, has created substantial obstacles for Audi.
**2. Technical Hurdles**
The technical regulations of Formula 1 are intricate and perpetually evolving. Audi, despite its expertise in other motorsport arenas, faces the difficulty of adjusting its engineering capabilities to comply with F1’s rigorous standards. Crafting a competitive power unit and chassis that can endure the harsh demands of F1 racing is an immense undertaking. Early difficulties with reliability and performance have hindered Audi’s capacity to compete effectively during races.
**3. Team Dynamics and Knowledge**
Creating a successful F1 team requires not only technical acumen but also a unified team dynamic. Audi’s hiring of personnel, including engineers and drivers, has been fundamental. However, the integration of new talent into a high-pressure setting can lead to initial challenges. The absence of experience in F1-specific scenarios has resulted in errors during race weekends, impacting overall performance.
**4. Financial Commitment and Resource Management**
Entering Formula 1 necessitates a considerable financial commitment. Audi has allocated significant resources to its F1 program, but the return on investment is not guaranteed. The demand for ongoing funding for research, development, and operational expenses can strain budgets, particularly if outcomes do not meet expectations. This financial pressure can lead to strategic decisions that may conflict with long-term objectives.
**5. Brand Image and Market Positioning**
Audi’s participation in Formula 1 is not solely about racing; it is also a strategic endeavor to enhance its brand image and market positioning. However, a difficult beginning could impact public perception. The company’s reputation for engineering excellence is at risk, and initial struggles might foster skepticism among consumers and stakeholders alike. Audi needs to balance the urge for immediate results with the long-term vision of establishing itself as a competitive presence in F1.
**6. Future Consequences**
The hurdles Audi has faced in its early Formula 1 days have broader implications for the sport and the manufacturer. For F1, the inclusion of new teams is crucial for preserving competitive diversity and innovation. Audi’s struggles underscore the challenges of penetrating a well-established ecosystem. For Audi, overcoming these hurdles is vital for harnessing F1 as a platform for technological growth and brand visibility.
In summary, Audi’s difficult start in Formula 1 stems from a myriad of factors, including the competitive landscape, technical hurdles, team dynamics, financial considerations, and brand implications. As the team navigates these challenges, its ability to adapt and innovate will be essential in determining its future success in the sport. The path ahead will necessitate resilience, strategic planning, and a dedication to excellence, all crucial for Audi to establish its legacy in Formula 1.