They’re talking about the new rules Formula One is using. New rules can change how the cars are built and how they drive, so fans sometimes complain because the racing feels different.
A “race weekend” is the whole event leading up to the race, not just the race itself. It usually includes practice and qualifying too, and that’s where you see how the rules are really affecting the cars.
Formula One (F1) is the top level of open-wheel racing governed by the FIA. It’s a spec-and-regulation-driven series, so rule changes can have immediate, visible effects on competitiveness and on-track racing.
They’re using “super clipping” to describe a problem where the car’s performance gets cut back too aggressively. Instead of smoothly delivering power, it’s like the car is being limited. That can make it feel weaker, especially when you’re trying to go flat-out.
They’re saying the new rules make the car weaker when it’s accelerating hard in a straight line. That’s a big deal because F1 cars are supposed to be fastest when they’re going flat-out. If the car can’t deliver power on straights, it changes the whole racing product.
They mean the car would need to change to a lower gear even while it’s going straight and going flat-out. Normally you’d expect the car to stay in the best gear for speed. If it can’t, it suggests the new rules are making the car harder to drive at full performance.
Pole position is when a driver qualifies fastest and starts first. A “pole position lap” is that standout qualifying lap. They’re saying even that best lap showed the car wasn’t performing properly.
“Saving tires” refers to driving and managing the car to reduce tire wear, often by adjusting pace, braking, and throttle application. The hosts contrast this strategy with what they believe F1 should prioritize: maximizing speed lap after lap. Their point is that tire management has always existed, but the regulations are now making the car’s fundamental speed worse.
Audi is mentioned as one of the big companies involved in F1. The hosts are implying that big-money teams/manufacturers can push for changes that affect how the cars race.
Lift and coasting means the driver backs off the gas and lets the car roll instead of using full power. If the car has limited energy available, drivers do this to save power for when it matters most.
They’re saying the rules are effectively forcing the cars to behave like they’re always saving energy. That makes it harder for drivers to stay fully on the gas the way fans expect.
Running out of power means the car can’t keep giving maximum power all the time. When that happens, drivers have to slow down or change their driving line because they’re saving what’s left for later.
Topic
Australia (start of the last sector)
They mention Australia and a specific part of the lap to show where you’d normally expect the cars to be going flat-out. But because of the power limits, the drivers can’t always do that.
In F1, the cars can store energy and then use it later. Some track sections end up being much better for getting that energy back, so people call them “charging stations” like they’re the best places to refill the car’s energy.
The FIA can change the rules to make the cars use the battery less. If they really want less battery influence, they’d have to change the car’s power setup so the engine does more of the work.
The FIA is the organization that makes the rules for F1 and oversees how the cars and races are run. Here, they’re discussing whether the current rules need changes.
Concept
internal combustion engine (ICE) vs battery power
An internal combustion engine is the traditional engine that makes power by burning fuel. The hosts are basically saying the rules might be making the cars depend too much on battery power instead of the engine.
F1 cars use a battery to add extra power at certain times. If the rules cut how much power you’re allowed to use (here, “one kilowatt less”), it can make the car feel less punchy and harder to pass.
The hosts argue that the observed on-track behavior—especially large speed differences around an incident—creates a safety concern. They describe it as a “freak accident,” but the key point is that regulation-driven performance changes can affect how predictable and controllable cars are for drivers nearby.
The hosts use “glitches” to describe unexpected malfunctions or software/controls issues that can occur on F1 cars. In the context of new regulations, these kinds of problems can create sudden, dangerous race moments and affect strategy and passing.
Term
disaster clipping
“Disaster clipping” is the alternative phrase the hosts propose for the same phenomenon they previously called “super clipping.” They’re emphasizing that the behavior/incident doesn’t deserve the original wording, and they connect it to a specific corner (turn eight) for clarity.
DRS is a Formula 1 button that helps a car go faster in a specific way. It reduces air resistance so the car can catch up and make passing easier, but it’s only allowed in certain places and situations.
They’re talking about how the car’s battery and energy system has become more important under the new rules. That means commentators spend more time discussing energy and less time focusing on the drivers racing side-by-side.
Concept
overtakes value
They’re saying F1 is fun when you get real, close battles where drivers try to pass each other. They don’t like it when the conversation becomes more about the car’s tech advantage than the drivers fighting for position.
They’re talking about what the TV broadcast shows you during the race, including during pit stops. If the screen shows too much technical stuff, it can distract from the racing action fans came for.
In modern Formula 1, “battery talk” refers to the hybrid energy system—how much electrical energy is available and how it’s deployed to boost performance. Because the broadcast constantly updates viewers on energy state, it can make overtakes feel more like a strategy/management exercise than a pure driving moment.
Modern F1 cars don’t just rely on engine power—they also manage stored energy from a battery. If the commentary keeps telling you when the battery is enough to pass, it can make the racing feel more like numbers and strategy than a spontaneous driving battle.
“Superior engine power” refers to having more usable performance at the wheels—traditionally from engine output, and in modern F1 also influenced by hybrid energy deployment. The hosts are contrasting older narratives of pure power with today’s overtakes being explained through battery/energy availability and tire freshness.
“Fresher tires” means tires with more remaining grip, typically from a recent pit stop or a less-used stint. In F1, tire condition strongly affects traction and braking stability, which can enable passes that might not be possible on older rubber.
Overtaking is when one car passes another on track. In F1, fans often judge how good the racing is by how often and how cleanly cars can pass. The hosts feel the new setup makes some passes seem less exciting.
A HUD is a screen or display that shows information in front of the driver, without looking down at the dashboard. In racing broadcasts, these kinds of overlays can change how viewers interpret what’s happening on track.
T-cam is a specific camera view used in racing coverage to help you see where the car is on the track. When it’s paired with extra on-screen info, it can make the action feel more explained than experienced.
Formula E is the electric racing series. The hosts mention it because, unlike Formula One, it’s easier to see more information during the broadcast. They use that as a contrast for why Formula One feels different right now.
Concept
Paul ing qualifying
Qualifying is when teams race to set the starting order for the main race. If the qualifying format changes, it can change who starts where, which can make the race more or less exciting.
“On rails” means the car feels like it’s guided by a track—very hard to upset. When that happens, drivers don’t have to fight the car as much, and overtakes can become harder.
Downforce is what keeps a race car stuck to the road at speed. If there’s “too much” downforce, the car grips so well that it can feel like the driver can’t really lose control—so racing can look less exciting.
Term
regulation here
They’re talking about the new F1 rules. Those rules change how the cars work, which can affect how hard it is to drive fast, how safe it is, and how exciting the racing feels.
Car
Max Verstappen
Max Verstappen is one of the most famous F1 drivers. In this segment, they’re saying that if you’re a fan of him, you’ll probably feel even more strongly about the new rules and why people don’t like them.
They’re saying this is still the beginning of the new rules. Early on, everyone complains more because teams and drivers are still figuring out how to make the cars work and what the rules really change.
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Carvana.com is an online used-car retailer that sells vehicles through a fully digital buying process. In the segment, it’s used as an example of buying a car “100% online.”
This means you can shop for and buy a car without going to a dealership in person. Instead, you do most of it online and then handle delivery or pickup.
A grid penalty is a punishment that makes a driver start farther back than they earned in qualifying. A “10-place” penalty means they drop ten spots on the starting lineup, which can make it harder to get a good result.
In F1, the battery stores energy from the hybrid system. If teams use it too much or exceed allowed limits, the driver can get penalties and have to start further back.
Ferrari is one of Formula 1’s most prominent teams, and it’s referenced here in the context of how penalties might affect its race starts. The speaker suggests Ferrari may benefit from the grid reshuffle even if others are penalized.
This is about whether the rules leave room for problems that aren’t totally avoidable. If the rules are too strict, teams can get punished even when they’re dealing with issues beyond their control.
Term
V-turn
They mention a “V-turn” as part of a joke or idea about changing how the cars handle a certain part of the track. The point is that they want something simpler or more practical alongside new rules.
Sustainable fuels are alternative fuels meant to be cleaner than traditional gasoline. In F1, new fuel rules can affect how teams set up the car and how reliably it performs.
The Constructors’ Championship is how F1 teams are ranked over the whole season. It’s based on points from both cars, so if either car has trouble, it can hurt the team’s title chances.
Sometimes an F1 car has a problem so serious it can’t even start the race. When that happens, the team loses out on points right away, which is a huge deal in F1.
They’re saying the rules are so complicated that even the experts struggle to keep up. If the experts can’t easily understand it, regular fans won’t either.
They’re referring to the time before the season where teams test and learn the new rules. The idea is that teams get lots of information so they can build and run the cars correctly.
They’re suggesting teams should get some breathing room when new rules are introduced. The goal is to give teams time to figure out the rules before penalties become too common.
When F1 changes the engine rules, teams have to follow new limits on how long engine parts can last. If they use too many parts, they can get penalties, so teams have to balance speed with keeping the car running all race.
In F1, a “place penalty” means you lose positions—either at the start or in the race—because you broke a rule. With engine rules, teams can get these penalties if they change or exceed allowed parts.
Car
McLaren Honda
“McLaren Honda” is referencing the McLaren F1 team’s Honda-powered era, where the power unit supplier was Honda. In this context, they’re mentioned because the team accumulated large penalties early in the new engine regulations, highlighting how sensitive the season can be to power-unit reliability and usage limits.
“Cycle engines” means teams intentionally swap or manage engine parts over the season. The idea is to avoid penalties by using each component within its allowed lifespan.
F1 cars use a hybrid system that charges and stores energy in a battery. If the battery can’t be reused safely, teams may have to replace it more often and that can trigger penalties.
A “10 place penalty” means the driver starts (or is treated) as if they’ve lost ten positions. That can ruin a good qualifying result and make it much harder to fight for points.
This is basically the safety rule idea: drivers have to keep the car under control and drive responsibly. It’s the kind of guideline officials use when deciding whether something was dangerous.
They’re saying the car decides how to use the energy, using software. Instead of the driver having full direct control, the system handles the timing and behavior. That can make the driving feel less about pure skill and more about managing a computer.
Concept
driver skill vs car automation
The hosts argue that Formula One should be centered on driver skill, not on automated systems that reduce what the driver can directly influence. This is a broader concept about how regulation and technology can shift performance control from humans to electronics. It’s a common criticism in F1 when fans feel the car is doing too much “for” the driver.
Concept
active airway
It sounds like they’re talking about a system that controls airflow on the car. Instead of the driver moving something by hand, the car uses software to open/close or adjust it. That can feel less “hands-on” to drivers and fans.
They’re basically saying the car’s electronics can get “mixed up,” so the car doesn’t know what’s happening. When that happens, the car may not deliver power correctly, which can make the car slower or inconsistent.
The speaker criticizes the trend toward more automation in F1—where software controls key performance functions rather than leaving them to the driver’s direct mechanical/physical input. This can change the “hero driver” feel of the sport by making outcomes depend more on control algorithms than pure driver skill.
Boost is the car’s “extra push” when the hybrid system is activated. The driver can request it, but the car and team rules decide when and how much is allowed.
They’re saying that if the car and computers do too much of the decision-making, racing can start to feel less like driver skill and more like following a script. The concern is that drivers should still be able to react to what’s happening on track.
Optimum strategy means the team’s computer figures out the best plan for the race. The complaint is that sometimes the computer’s plan doesn’t match what the driver can clearly see happening on track.
Wet tyres are special tires for rain, with tread patterns that help channel water and grip the road. The point being made is that if it’s clearly raining, the driver shouldn’t be constrained by a computer-only plan.
In F1, computers inside the car can control or limit what the car does. If the software makes the race feel like it’s following a script, it can reduce the “human” mistakes and surprises fans enjoy.
Teams plan when to stop for tires and fuel/energy. If the rules make the best time to pit so specific, it can make the race feel less like drivers are improvising.
“Active aero” refers to aerodynamic systems that can change the car’s downforce and balance during the race. In modern F1, this can be controlled automatically or by the driver, and it can affect grip, stability, and overtaking—so fans debate whether it helps or hurts racing.
This is basically the worry that the car might be in the “go fast on straights” setting when you’re turning in. If that happens, the tires can lose grip and the car can get out of control.
F1 cars don’t just use one kind of power all the time—they also store energy and then use it later. The “energy side” is about when that stored power is available and how the rules control it.
In F1, the “power unit” is basically the whole power system that makes the car go. It includes the engine and the hybrid parts that store and reuse energy.
They’re talking about the car using computer-controlled settings for different situations—like going fast on straights or handling corners. The worry is that it might take away some of what the driver is supposed to do.
Late braking means you wait longer than usual before slowing down for a corner. The goal is to keep more speed, but it requires precision so you don’t overshoot the corner.
Red Bull is one of the most successful F1 teams. When they’re mentioned here, it’s usually as an example of how a car can stay fast through certain parts of a track.
They’re arguing that the best racing should come down to the drivers, not just the cars or the rules. The idea is that fans want to see skill and decision-making decide races.
They’re basically saying the new rules can make the cars less efficient, so they don’t carry as much performance. That can show up as slower speed or less dramatic racing moments.
They mean the exciting passes where a driver takes a risky but smart line to get past. Going around the outside or cutting inside usually takes confidence in braking and traction.
It’s basically how the TV broadcast chooses what to show you. If they cut away at the wrong time or pick certain angles, it can make an incident feel different than what actually happened.
That’s when the broadcast switches to a different shot instead of showing the action on track. Fans sometimes feel it hides important details when something controversial happens.
An “on-board camera glitch” means the in-car camera feed fails or behaves incorrectly, removing a key viewpoint that fans and teams often rely on. The hosts suggest the timing of these glitches is suspicious—occurring right when “super clipping” happens—leading to backlash.
That means people got upset and complained. In racing, if fans think the coverage isn’t showing the full story, they’re more likely to react strongly.
Term
Speedmaster
“Speedmaster” sounds like a named part of the broadcast or a clip series. The hosts’ point is that the coverage cut audio at a critical moment, which they find frustrating.
Qualifying is when drivers try to set their best time to decide where they start for the race. A “qualifying lap” is one of the fast laps they use to set that time.
Concept
strategy this year
In F1, “strategy” is how the team plans the race, including when to pit and how to manage tires. In this segment, they’re also talking about strategy in terms of who the sport is trying to reach with its content.
Here, “gatekeeping” means acting like only certain people are “real” fans. The host says they want more people to enjoy F1, not fewer.
Term
FB1
“FB1” doesn’t clearly match a known F1 term from the context. It sounds like the hosts are talking about watching an F1 program or session at a late time.
Elimination Qualifying is a way to decide starting positions where drivers get “cut” during the session. Instead of just one normal timed run, the session gets more intense as fewer cars are allowed to keep trying.
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Ready on the verge of receiving 10-place grid penalties
because they're already reaching that limit.
Now, this one clearly has not come into fruition yet
because we've not seen our favorite drivers
receiving these penalties.
But the minute we do, my god, we're going back
to hating about the constant talk about the battery.
Because once again, that is quite a strict limit
to come into a new regulation set with.
I know it's all about cost saving and everything else.
Environmentally, of course, there are good reasons behind it.
But also, if we have at least half a season plagued
with penalties and drivers out of place
and all this sort of stuff,
which won't matter for Ferrari
because they'll gain at least 10 positions at the start.
If we have a lot of these penalties coming in very soon,
then yeah, again, we'll be going,
is there enough sort of flexibility here with the regs
to allow for some issues, especially at the start,
to happen at teams.
So yeah, this one, I think, will become more and more vocal.
Because again, we can only judge on what potentially
is going to happen.
And once it does, you'll be hearing about it
from us on the podcast for sure.
Yeah, I was just checking to make sure this was correct.
And it is that basically one more fault for Lando
and he's already having a penalty
and we're only three races into the season
because you're going through all the batteries.
It is crazy.
And this goes back to why does Formula One
need to be so complicated sometimes.
And you do wonder, and this is going to be
the first bingo card of just stick a V-turn in it
with kind of sustainable fuels.
But when the best team, best teams in the world,
you know, the constructors championship from last year,
both their cars aren't starting the race
because of mechanical issues.
Other drivers up and down the grid
going through batteries here and there.
And just generally like the whole rule set
being complicated for all these teams
that are spending millions and millions of pounds,
it just seems so unnecessary and almost like farcical
because it's confusing for fans.
If it's confusing for the boffins in the teams,
how are us kind of noobs meant to understand watching it
even if we've watched the sport for years and years and years
because, you know, it's going back to the whole thing
in testing where they were giving pages and pages
of information about what's new to Formula One.
And you're just like, I don't have a clue what's going on here.
I can't take all this information in of like six pages
of information on a TV screen.
Like it's insane.
It's like a manual.
And yeah, you don't want to see a silly situation
like we were before where people are getting penalties,
three races into a season.
And yeah, I completely agree.
There needs to be some leniency of the teams
to kind of understand it and be able to get it right.
But you see why they're doing it
because like you say, it's all the whole users' little parts
as possible.
And the teams did get used to it in the end.
I remember at the start of the new engine regs,
it was kind of, oh my God, you know,
there's penalties here and there and McLaren Honda having
85 place penalties for races.
And then we got to the end of the the area just gone by
and you were kind of used to every car finishing
and being bulletproof the whole race.
Yeah.
And also watch this space because teams before would cycle engines
just because Lando's on his last one
does not mean the other two are completely clipped.
Like I don't know the exact insider information.
I'm sure not many people do,
but we don't know how easy or hard these batteries are to salvage
and to allow for these to be used at a later date.
So let's see.
I think this is very much a TBC will come back to it
when Charlotte Clair is getting a 10 place penalty
in three races.
Then I will hate this more than anything as you can imagine.
Next one comes from Road Jong.
Drivers should be in control of the car at all times
when the deployment of energy is taken over by the software,
e.g. resetting the energy or deploying
when the driver doesn't want to deploy the energy,
they clearly aren't.
This is a massive problem with the current Formula One.
The thing that should be the center of everything is driver skill.
And that's why that is such a huge part of Formula One for me
is watching the best drivers in the world show their skill
and you want to know who's the best driver.
And there'll always be an element of Formula One of
blah blah blah blah has got the best car.
And sometimes that is the beauty of it of these debates
of who's the greatest of all time
and there's so many different scenarios.
But what we shouldn't have is the driver is just
not an inanimate object but just sitting in the car.
Yeah, a passenger and turning the wheel into the corners.
Because when I found out the, you know, this
one, they're not controlling the active airway,
which is something they really want to do themselves,
that they don't like that control of it.
That they want the control of being able to like push a button
and know when it's closing and opening.
It's all just done on software.
But equally the whole kind of deployment of energy,
the fact that we were having situations where
someone would go too quick through a corner
and then the whole computer system is confused
and doesn't know where it is on the track
and then they're losing power here and there.
That to me is really problematic and infuriating,
to be honest, the drivers should be the pinnacle
and like the thing about Formula One
that is the most attractive side of the sport.
And it's not, if you're just having a computer
control everything, you're losing that side of it being heroes,
basically, and the drivers working their way up
to be the best in the world.
And I think it's really, really bad
to see the fact that the deployment of energy
is not even being controlled by them, it's done by software.
And I think that's just absolutely ridiculous, to be honest.
That is one thing as much as super clipping
that I really, really hate about these regulations.
Where does it begin and end with the energy deployment?
Just so we're clear on this,
because obviously there is a manual element to it
because we see drivers depleting their energy at places
to try and get past.
So is it more of a case of that there's software glitches
like we had with George Russell in Japan
that you're complaining about here?
Just so that we're clear, because my understanding is
there is still a manual element to the energy deployment.
There's the manual element of them kind of doing the boost,
but a lot of it is set up and determined pre-race,
isn't it, of how the deployment is being used
and that the software is the thing
that's controlling that deployment throughout,
not the drivers kind of being like,
I want to use more battery here,
I want to use more battery there around a lap.
And they can't kind of change that.
And you shouldn't be, I think the one thing
we always complain about Formula One is that
as the sport gets more and more reliance on technology,
it's something we mention with strategy all the time,
where the computer says that this is the optimum strategy,
but stick your hand out the window and see it's raining,
you should have wet tyres on.
That kind of thing, you're seeing a more extreme version of that
where drivers should be having less reliance
on computers and strategy,
because that's what makes the racing like formulaic, I guess,
rather than it actually about,
because mistakes and drivers doing things
and taking risks and that is what Formula One should be.
And that's what is the thing
that creates the most exciting race.
It's not every, because if you go down the line of
the software controls the car and you pit this exact lap
because it's the optimum thing
and this is the exact strategy you should be using,
that's what we all complain about,
that we don't like about the sport
because it's just so robotic.
Yeah, automating, it's things that...
Yeah, I agree with the energy deployment.
I think that's something, again,
we all don't fully understand what the drivers are going through.
We're talking about this from very much sitting on your sofa
watching the F1 drivers.
I think that the active aero stuff,
I'm not too upset whether that's automated or not,
because it's not an overtaking aid.
And also, if there is an insane amount of things going on
in the cockpit with the energy side of things,
then we could see an absolute car crash
with somebody having a straight mode into a corner.
We don't know exactly the danger levels
of is it like having DRS open with doing into turn one at Japan.
We could see some serious crashes
if that is something that the drivers have to constantly control
as well as being on top of the energy side of things,
as well as everything else that's going on with these power units.
So for me, I'm not too bothered about the straight mode,
corner mode things being automated,
but yeah, I think from the energy side of things,
and perhaps it's linked with glitches as well
that we're seeing these massive changes in speed,
like we saw as I mentioned with George Russo in Japan.
Once those are ironed out,
maybe we'll feel less strongly about
how much of this is automated and how much it isn't.
But yeah, we want to see these drivers be the heroes.
I completely agree.
And this is something that will take a bit of time to understand
and to really get into the nitty gritty
of what on earth these drivers are doing in the car.
Who has said about the straight mode,
overtake mode wanting to be manual?
Who are we?
You'll never guess.
Well, Max Verstappen is one of them,
but he's always been vocal about,
I would rather be in control of everything
in a Formula One car rather than a computer doing it.
But the talk of this meeting
that we've not heard anything from as of yet,
the heavily rumored where they were kind of leaking
the information about the things that drivers
are bringing forward to that meeting,
one of them was the fact that the drivers
would control the active area themselves
rather than it being done automated.
Going back to my point about not being worried
about the automation,
I think one thing that would lean me towards it
being more manual is if there are ways
in which driver skill can allow for them
using one mode over another or something.
Late braking becomes late active aeroed.
Yeah, like, oh my God, he had straight mode
through turn nine?
Are you joking?
It would be like the DRS of when the Red Bull
kept Turkey turn eight and stuff.
So again, it comes down to driver skill,
then I'm all for it.
So yeah, let's see what they bring out from this meeting.
That would be cool if there is, again,
things that come down to the drivers
being the heroes of the sport.
Let's go to another one from annoyed intern.
Wow, even with the username.
I really despise the concerted effort
to prop up the regs up by F1.
Some of the commentators and TV pundits,
just be honest, don't manufacture excitement.
Now, annoyed intern, I get what you're saying.
But also, if you are the lead Formula One commentator
paid by Formula One or a major broadcaster,
he is not going to say, oh, it's a bit fast, really, isn't it?
Actually, this sucks, doesn't it?
This is a joke where they need to change everything.
Everybody turn off.
So look, you have to have some understanding
of people's livelihoods.
They're not going to say these things.
And I think we should expect that that's not the case.
But that's why you have me and Tommy, you know?
Because we say it how it is.
And sometimes that affects us, but we don't care
because we want to give our true, honest thoughts
as two Formula One fans.
So I do also understand, though, that it is irritating
and it is annoying because I'm like, really?
Do you actually think that?
But we know deep down they don't.
I think what they could do to ensure that we don't get as annoyed
is if they just stop saying it's really cool.
You can talk about the racing.
Rather than going, isn't it quite fascinating
the way that they've lost a bit of energy
and losing a bit of speed, exactly?
Maybe it wasn't as extreme as that.
But I have heard moments where I'm like, oh, that's so annoying
because it's not cool.
It's not fascinating to do with that.
We can't pretend there haven't been great moves.
We've seen some great overtakes
and people will still say it's still down to a battery.
But you've seen daring overtakes
where people have gone around the outside into a corner
or dive down the inside.
Yeah, there are things to be hyped.
So those are the moments where you need to be like,
oh, my God, that was incredible.
But when you're saying it,
when someone's just breezing past someone on the streets,
but again, it does come down to,
and I can relate from a very small level
because of what we do.
And things can be taken the wrong way
and it's not always the easiest way to...
The commentators are in a very difficult position
to call it as it is
and it goes back to the whole thing of
how much you say to inform the user
versus taking away from the action.
But I think on this, there's also...
This person has mentioned the commentators and TV pundits.
The thing that's annoyed me the most
is Formula One themselves
and how they've masked it with the whole TV camera angles
and cutting away in certain places.
And they've tried to...
I don't know how much I believe of certain things
where they've gone, oh, conveniently,
for the second race in a row,
right where super clipping happens,
there was a glitch in the on-board camera,
oh, right where super clipping was,
the second race in a row.
And then they receive backlash
and then they post a video with it.
Well, here's George Russell's on-board.
And it is the situation where they did the thing
with the whole Speedmaster
and they cut the audio just before it.
We're not stupid and that's what's disappointing
is when a sport thinks that their own fans
are stupid and thinking that we can cover this up
you've made these regulations own it,
you're very welcome to speak about the positives
and not everyone's going to agree.
But I don't like the way the things of like...
These are your regs.
I understand the whole side,
even if it rubs people up of,
oh, look, we've got loads more overtakes.
We've got this, we've got this action.
Look at this action between these two drivers.
Look at the Ferraris going side by side.
Share those clips on social media,
absolutely fine.
There'll always be people who've got the complaining go,
well, this new Formula 1 sucks.
I don't like it.
But when the bad side of it,
where they're trying to sort of go,
look, nothing's wrong here.
Don't worry about the super clipping.
We're not going to show it.
Oh, we're going to cut the sound in the qualifying lap
and things like that.
That is where it gets embarrassing for me
and you just need to kind of own the regulations
and equally if that is a problem,
then it's something needs to change
because if the sport's trying to hide something
from the fans, you can't do that in this day and age.
People have the onboard and they see it and go,
well, I've just watched on F1 TV.
I can see that it's working and stuff.
Well, the problem is, the main problem
for Formula 1 with their strategy this year
is not knowing where their Formula 1 fans are,
like in terms of like the levels of Formula 1 fan.
All of this social media cover up stuff
is going out to the most hardcore Formula 1 fans.
The ones that will look at every post that will engage
and yet the strategy is almost them putting it out
to the world of the casuals.
The ones that turn up on a Sunday,
watch the race and turn off.
Don't watch it again until next time.
Fine. Try and push that messaging on them.
They might just be like, cool, whatever.
I don't really mind that much.
I'm just here to watch some great entertainment.
But it's the ones that you're posting on social media.
And I just think, how can you not expect the backlash
from your most hardcore fans?
Yes, we are a small pool of the grand scheme
of Formula 1 fans.
We always will be.
There's no...
We're not kind of in our own little reality here
where we think that we're the majority.
We're not.
No.
But to not expect it.
It's a dangerous game of chasing...
They have to be very careful with chasing this casual audience
because I'm not here to gatekeep Formula 1.
I love the fact that I can talk to so many more people
about Formula 1.
Mate, every time you go outside, you're like...
I love it.
People are actually like...
Being recognized again.
Talking to you about Formula 1.
I love being able to...
Having grown up as a kid that no one liked it
and now I can actually talk to people about it and stuff.
It's great, but you also need to kind of think
about that hardcore audience that's put them in that position
that are the hardcores that tune in every single week
because when the bubble bursts,
we're the people that are going to be coming back
and still watching.
We're the people that go to races as well.
Exactly.
I'm going to still be watching.
So you need to have that audience still there
and you've got to think about the hardcores as well
and what people like because we're the kind of lifeblood
of the sport really and we'll be there no matter what
through all the complaining.
Doing a 40-minute run about the regulations
and then we'll still be there tuning in for FB1
at 2 o'clock in the morning.
We sat through Elimination Qualifying.
If we can sit through that, we can sit through anything
where if you haven't seen Elimination Qualifying
where literally one driver was knocked out
every couple of minutes or every minute
and some drivers just not on laps.
There have been very fastical, very silly moments
in Formula 1.
Sadly for them, they can't just throw these cars in the bin
and bring back a better version.
So we will see if we have a bigger list
come the end of the season.
Surprised this wasn't a four-hour podcast
but you also know a lot of our feelings
from just the race podcast that we've put out
but more concise, more things we've I think explored today.
Tommy, final thoughts?
Final thoughts kind of similar to the last one
where you see the fact that once you kind of dive into it
of the things we like, now the things we hate,
it's very clear that there is a lot to love
and all the kind of hate comes from the power unit
and the battery and that's the kind of thing that
if they can tweak that and I really hope they do listen to
the fans and the drivers in that sense and tweak it because
I think Formula 1 could be an incredibly good place
despite all this negative talk about it.
They just need to sort the mess they are out in
and I hope they take it seriously and the backlash from
the fans and the drivers and everyone.
So yes, excited to see what comes out of it
and I hope positive changes are on the way.
Me too, me too.
I think Formula 1, maybe need to swallow a little bit of their pride,
take a step back and go right, what's the issues?
The fans are angry, let's listen to them
because they are literally the lifeblood as we say.
They are the ones that pay for the tickets,
they pay for the birch, they watch the races
but then yeah, more importantly of course is the drivers
because the drivers are the ones that are literally in the cars
although then you open up the whole book of some of them
just want to be closer to the front
and always have a vested interest in things.
We'll get into that another time.
Right, thank you everybody, we will see you very soon.
Lot of love, take care, sweet dreams, adios.
Miami not too long away, ready, ish, still a few weeks
but spring break.
Tell me you'll be in New Zealand soon,
maybe the next time we'll see you.
This is released, I'll probably be in New Zealand maybe.
Are you going to take everything in your backdrop?
Yeah, the whole thing.
Green screen it.
Yeah, perfect, bye.
Bye.
Is a stack production and part of the ACAST creative network.
A little cash back.
About this episode
Matt and Tommy compile the biggest complaints about F1’s 2026-era regulation changes, focusing on “super clipping” (loss of power on straights) and how it undermines the sport’s speed-and-skill identity. They also criticize the constant battery talk from commentators, the way broadcasts can seem to downplay issues, and the growing sense that racing is being decided by software limits and glitches. Listener submissions add arguments about driver control, safety concerns, and the need for the FIA to listen and adjust quickly.
Alright, brace yourselves… it’s time for the infuriating aspects of F1’s new regulations. From battery issues and manufactured entertainment, to an alarming relationship emerging between F1 and its keenest fans, there’s plenty of things that desperately need changing.
Sign up to our Patreon for just $5 a month! You'll get access to every P1 episode ad-free, extended versions of every 2026 race review, early access to tickets & merch, and access to our Discord server where you can chat with us and other F1 fans! Click here to sign up now: http://patreon.com/mattp1tommy
