The Haas team principal takes stock of the pre-season tests of the new technical era: between reliability, power unit management and starts without MGU-H, Komatsu warns of the risks of 2026 development: “Just push too hard and everything can disintegrate”
February 21, 2026
Lhe new era of Formula 1 is upon us and at home Haas the balance of the two weeks of pre-season testing is one of realism, effort and moderate satisfaction. Hey Komatsu did not hide the difficulties, but claims the work done with the VF-26 powered by Ferrari ahead of its debut in Australia.
“If I look at the big picture, we have achieved all the objectives“, began the team principal. “It wasn’t perfect, but we did what we had to do: clock up kilometers, validate reliability and get initial feedback on the new power unit regulationswhich is a huge change.” The work was divided into specific objectives: first accumulating laps and signing off on reliability, then refining the management of the PU and seeking consistency, finally concentrating on the final details in preparation for the first race.”I am reasonably satisfied with the preparation”, Komatsu admitted.
However, it was not an easy winter. “We honestly felt really pressured. Arriving ready on the first day in Barcelona, after the Fiorano shakedown two days earlier, was a huge effort. It wasn’t painless.” The Japanese emphasized collective work: logistics, parts coordinators, mechanics, engineers. “We pulled everyone together to make it happen. I’m really proud of this”.
With such a revolutionary technical regulation, no one can say they are totally ready. “I wouldn’t say I feel ‘very, very prepared’, but I think it’s the same for everyone. It’s a gigantic change“And for a team like Haas, among the smallest in the paddock, the challenge was double: not to abandon 2025 and at the same time build for 2026.”We didn’t have the option to stop in March and put everything on the new car. We had to keep fighting. It’s a very thin line: if you push too hard, everything can disintegrate. But if you don’t push hard enough, you fall behind.”
Une of the most discussed topics is that of Departuresmade more complex by the farewell to the MGU-H. Komatsu explains it directly: “It’s all about revving the turbo. Previously you could prepare it with the energy of exhaust gases. Now, at the start of the race, you cannot use the MGU-K beyond certain limits. If the turbo is not engaged when you release the clutch, the car ‘bogs’ or even stalls. And stalling is the last thing you want to see at the start.” The solution of the blue light sequence five seconds before the start convinces him: “It’s working well. Without those five extra seconds I would have seen a safety risk, but with this preparation phase I don’t see any problems. I’m glad that everyone is working pragmatically for the show.”
On the performance front, progress has been gradual but constant. “Every day we improved our understanding. We were able to run the program well, generating good data sets for night work between track and factory. And each time we made a small step forward.” Braking stability, traction and cornering balance were the main areas of work. “As a team you always want to accelerate processes. What you discover today, you wish you had discovered last week. But it’s part of the game”.
Komatsu remains balanced in its opinion on the VF-26: “You always want more from the car. It’s not perfect, but considering the regulation change and the fact that we’re running with good reliability, I’d say we have a good base”.
Pthe pilots were also upset. “I was impressed with both”, he says referring to Esteban Ocon e Oliver Bearman. “They have different strengths, but continuity was fundamental. With a completely new regulation, if you also have to learn to work with a new driver it becomes complicated. This is not our case.” Zero complaints about their approach: “They perfectly understood the objectives of each testing phase and what they had to deliver to the team”.
Looking at the big picture, Komatsu expected larger gaps, as has happened in the past with similar technical revolutions. “I expected big gaps, but the group seems rather compact. It’s impressive. Ten years ago the field would have been much more spread out.” The reason, according to him, lies in the maturity of modern F1: “The teams are no longer those of 2014. The processes are better, learning is very rapid. In Formula 1 you learn in two or three months what takes years in other industries.”
It remains the gap with the top teamsbut it cannot be reduced to a single variable. “It’s not as simple as saying budget or tools. It’s everything: continuity of people, quality of models, software, procedures. Even with the same time as CFDif you have better processes you get more quality and more speed. In F1 there is rarely just one problem.”
With two weeks to go until Australia, Haas is not making any claims about hierarchies or numerical objectives. But one thing is clear from the words of his team principal: “It wasn’t easy. We were prepared for something worse. But we hit all the targets and didn’t lose a day of work.”. In a 2026 that promises to rewrite the balance, starting with solid foundations could make all the difference.
