The Japanese Grand Prix highlighted the first major challenges and risks arising from the new 2026 Formula 1 regulations, specifically regarding the updated energy management system and the activation of overtaking mode. Even during pre-season testing, drivers had warned the FIA about the dangers of the boost system in situations where one driver could activate it against a rival with low energy or without access to the electric motor. In the third race of the season, these dynamics produced their first serious incident: at Suzuka, Oliver Bearman attempted an overtaking maneuver on Franco Colapinto at the entrance to the Spoon curve, using available hybrid energy while the Argentine driver was in energy recovery mode, relying solely on the internal combustion engine. Multiple factors combined to create a speed differential of 45 km/h between the two, and in avoiding Colapinto’s defensive move, Bearman lost control of his Haas and hit the barriers at a staggering 50G. The British driver sustained a contusion to his right knee, but the severity of the impact exposed the inherent risks of the new regulations.
The dynamics of the incident
The incident between Bearman and Colapinto in Japan was the first of the season directly linked to differences in electric deployment management, which vary between teams due to the fixed energy allocation per lap. In previous laps, it had already become clear that Alpine, specifically at the entrance to the Spoon, managed MGU-K deployment more conservatively. Their system reduced power earlier than competitors, both relative to the Racing Bulls ahead and Bearman’s Haas behind. As a result, Colapinto approached the corner at a lower top speed than his rivals to optimize battery recharge and hybrid usage. Bearman factored this into his plan, aiming to overtake precisely when the rival would have insufficient energy to defend along the straight.
Adding to the speed differential, Franco Colapinto did not have access to overtaking mode, as he had failed to stay within one second of Lindblad, while Bearman activated the boost. “When we reached Turn 13, Franco Colapinto maintained a completely consistent line, it’s absolutely not his fault,” Ayao Komatsu told media at Suzuka, exonerating the Argentine. “He didn’t move. From what I saw, he did nothing differently. On the previous lap, his speed was exactly the same, so we knew what we were dealing with.”
In short, Oliver Bearman approached with higher speed while Franco Colapinto could only rely on the combustion engine for defense. The Argentine tried to close the line as Bearman planned the overtake, not anticipating such a large speed difference. The British driver, attempting to avoid contact, ended up on the grass, losing control of the Haas and hitting the barriers. “We were using more energy there, so even at normal revs we had a 20 km/h advantage,” Komatsu explained. “That’s why Bearman aimed in that direction. Then he used the boost button, which pushed the speed delta to 50 km/h. I’m sure you saw from onboard footage that the closing speed was massive, and that the system miscalculated it.”
Komatsu defends both drivers
While Komatsu exonerates Franco Colapinto from blame in the incident, he also defends Oliver Bearman, emphasizing that such large speed deltas are difficult to predict during a race and particularly in close battles: “Calling it a mistake by Bearman is a strong word. You could call it a small misjudgment, but considering the speed delta, it’s still understandable. Looking at GPS data from the previous lap, it was completely reasonable, and attempting the overtake there was the right decision. But the delta is enormous. This is only the third race under this regulation, so it’s something he had never experienced before. I wouldn’t even call it a ‘mistake’. It’s simply an aspect that, as the F1 community, we need to be aware of and assess how to improve, because it could have gone much worse.”
Impact of the incident on regulation assessment
The Bearman-Colapinto crash demonstrated how, under certain circumstances, the new regulations’ dynamics can lead to dangerous incidents. Carlos Sainz, who had repeatedly raised concerns about this topic, was the first driver to comment. Adding his voice to calls for regulation review is Haas principal Komatsu: “This is one of the aspects we discussed regarding these rules: closing speed could become a problem. Unfortunately, this incident was a prime example.”
Following the Japanese Grand Prix, the FIA issued a statement affirming it will evaluate the situation with the teams: “We’ve always said we need to assess different conditions. For example, the changes made for the start after the second test were, I believe, well considered. So far it’s been safe,” Komatsu explained. “We must be careful not to confuse the sporting aspect with safety. Safety has to be the priority, but decisions must be data-driven. We’ve had three events and one incident; I don’t yet know what the solution will be, but we need to remain calm and discuss it together as an F1 community.”
Leave a Reply