Mercedes technical director James Allison has confirmed that the reliability problems which led to the retirements of George Russell and Andrea Kimi Antonelli originated in the battery system, shedding more light on a weakness that has affected several Mercedes-powered cars during the 2026 Formula 1 season.
Mercedes suffers costly blackouts
Two blackouts, two extremely expensive retirements. Both incidents occurred shortly after overtaking manoeuvres in which the drivers had likely demanded maximum power from the hybrid system.
Following the setbacks in Montreal and Barcelona, Mercedes is continuing its investigation while acknowledging that there is an issue related to its battery technology. Similar anomalies have also been experienced by McLaren on a couple of occasions this season, further highlighting the challenges associated with the current generation of power units.
James Allison has now confirmed that engineers at Brixworth are focusing much of their attention on the battery system in an effort to eliminate the problem before it causes further damage to Mercedes’ championship ambitions.
James Allison explains the situation
“I think anyone who follows this sport closely will have noticed,” explained the Mercedes engineer, “that this issue has put several Mercedes-powered cars out of action during the season. Not all of the problems are identical, but in a sense they originate from the same general area of the battery.
“I believe that most of the risk areas have now been identified and, with a bit of luck, as we gradually introduce the new modules over the course of the championship, our situation as a team should improve.”
Those comments provide the clearest indication yet that Mercedes has already isolated the root causes of the failures and is actively developing revised components aimed at improving reliability.
Will the solution arrive through ADUO development?
One of the key questions now concerns how Mercedes will implement the necessary changes. It remains unclear whether modifications to the problematic battery module will be approved under the reliability provisions of the regulations or whether the team will need to use part of its available development allowance under the ADUO system, where Mercedes currently has a 2% concession margin.
In the meantime, as suggested by AutoRacer, it is entirely plausible that Mercedes may have to manage the power unit more carefully during races. Avoiding prolonged periods of maximum electrical deployment could reduce the risk of triggering the type of failures that sidelined George Russell in the Canadian Grand Prix and Andrea Kimi Antonelli in the Spanish Grand Prix.
Mercedes remains confident despite Ferrari’s progress
“You accept that there will be failures,” James Allison added, “but we are trying to make sure that breakdowns happen during testing or on the dyno and occur as rarely as possible when you are out on track trying to score championship points.”
Allison also addressed Ferrari’s recent gains following the introduction of a highly effective upgrade package in Barcelona, which allowed the Scuderia to significantly reduce the performance gap.
“Ferrari brought an upgrade package to the race while we didn’t have an immediate response ready, so naturally the gap will shrink. But we are not without weapons in this battle and, in due course, the Mercedes W17 will receive the appropriate updates as well.”
While Ferrari’s development push has increased the pressure at the front of the field, Mercedes remains convinced that its own upgrade programme will allow the W17 to respond. For now, however, solving the battery-related reliability concerns remains one of the team’s highest priorities as the championship heads into a crucial phase of the season.
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