There will be a huge variation between teams due to two factors. First, the power unit, with teams using the same supplier likely to be grouped together, so Mercedes will supply four teams, Ferrari three, Red Bull two, and Audi and Honda one. Then, on the aerodynamic side, everything is open, and development will happen quickly. A pecking order can be established in the first four races very quickly, but I think it will be a very dynamic season. Whatever you see in the first and second races, I hope it will be totally different when we get to the final races of the year.
Ayao Komatsu, Haas chef
And there is also the issue of pilots adapting to this new regulation. Ocon felt such a big difference when he tested the car in the simulator that he believes he will have to forget everything he learned since karting about how to drive a car in order to get used to the new F1.
It’s a very particular way of driving the car. There’s going to be a lot more management on the engine side and the hybrid side. The car itself, you know, looked really good. The balance was decent, although of course it was our first taste of the simulator so we need to see what it’s like in reality, but the level of grip was good. It’s an exciting challenge and a different way of riding compared to before. I think we can forget everything we’ve learned since karts about how to go fast, but it will be interesting to learn a new driving style and hopefully find speed with it.
Esteban Ocon, Haas driver
Haas is half Ferrari, half Toyota pizza
Those more attentive to Haas’ history may question whether the team’s involvement with Ferrari ended with the new partnership, and the answer is no. The North American team uses every loophole in the regulations to outsource what it can, and continues with a contract with Ferrari until the end of 2028 to receive the power unit, transmission, gearbox and rear suspension from them.
In other words, all the mechanical parts at the rear of the car remain from Ferrari.
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