(Motorsport-Total.com) – Just a few months after the official entry into Formula 1, the Audi project is taking increasingly concrete shape. After a long phase dedicated to building the technical and organizational structures, the team is now starting its first season as a factory team – fully aware that competitiveness cannot be improvised.
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Project leader Mattia Binotto talks in the interview about the progress of the work, the priorities in building the new team, and the goals for the coming years. He also addresses current technical topics – from the engine rules for 2026 to the discussions about ADUO and the compression ratio, as well as the roles of Nico Hülkenberg and Gabriel Bortoleto. The conversation provides a clear insight into the philosophy with which Audi approaches the Formula 1 project.
Binotto: Audi project is on schedule
Question: “How is Audi’s expansion plan progressing?”
Binotto: “It is going well. We are on schedule with the timeline we set, and measured against the goals defined so far, everything is developing as expected. All important projects have been initiated.”
“Of course, that does not mean they are already completed. For example, when we think about expanding our site or installing a new simulator, time inevitably passes between ordering and the moment everything is ready to use. I can say that we are on plan: everything was set up as we intended, even though there is still a lot to build.”
Question: “Many teams in growth – I think of Aston Martin or Williams – seem to lose performance in the short term. Does that also apply to you?”
Binotto: “I don’t like to compare ourselves with others because I know our project, but not the projects of the competition. I can say that Audi started with a very clear ambition: we want to become a winning team. That makes our path unique.”
“Instead of saying that you pay a price in the short term, I would rather say that you should not expect miracles. If you do not yet have all the people, tools, and facilities you need, you cannot achieve extraordinary results overnight. Basically, today we are still last year’s Sauber team – supplemented by everything we are currently building. A change of ownership, a new brand, or a new vehicle design does not suddenly mean you have 300 additional employees, new buildings, and better tools.”
“That is exactly where the real challenge lies. On one side, there are very high ambitions; on the other, we have to accept that growth takes time. Personally, I want to achieve results as quickly as possible and show what this team is capable of. In the short term, however, you can only deliver what the current resources allow. That requires patience and the ability to deal with some frustration.”
Binotto “very satisfied” with top-5 chassis
Question: “You said your chassis now belongs to the top four in the field. Did you expect the biggest gap to be in the power unit, or were you surprised by the car’s competitiveness?”
Binotto: “Regarding the power unit, I am not surprised. I knew we would start with a certain deficit because we had to build completely new know-how and competencies. This is a long-term project, and I am convinced that Audi will have a top-level power unit within a few years.”
“On the other hand, I am very satisfied with the chassis. We started building this project a few years ago, and now we see the first results. What this team has already achieved is a great success and gives me confidence. It shows that we have the right people to build a winning team.”
“Whether we are the fourth or fifth strongest force today is hard to determine exactly. You just have to listen to what drivers from other teams say: everyone acknowledges that our car is very strong in the corners. Data analyses confirm this as well. What we lose on the straights, we make up in the corners.”
Question: “You often talk about a winning mentality. Is that one of the values you want to convey to the team?”
Binotto: “The term winning mentality is often used. At its core, however, it is mainly about culture – about how people work together and interact. In the chassis and engine departments, we now employ more than 1,000 people, just like all the big Formula 1 teams. In the end, the quality of collaboration, coordination, and the ability to move together in the same direction decides.”
“For me, winning mentality means that everyone is ready to take on ambitious challenges and work together towards a goal. That is exactly what creates a team that can win races and championships in the long term.”
Where the ADUO system has weaknesses
Question: “You also have first-hand experience as Ferrari’s engine chief. How do you assess ADUO today, after what we have seen in the first half of the season?”
Binotto: “I do not question the FIA’s work based on the results. They have all the necessary tools and data to make their assessments – despite the limitations that every measurement system inevitably brings. However, I think it is important to remember the original goal of ADUO.”
“When the concept was first discussed, it was intended as a kind of safety net. If a manufacturer is significantly behind at the start of a new regulation cycle and the rules are then largely frozen, with only very limited development possibilities, there is a risk that this gap will persist for five years. This gave rise to the idea of ‘Performance Convergence’: manufacturers who are further behind should have better opportunities to catch up.”
“Ultimately, this is the same principle already applied to chassis and aerodynamics. Whoever is further back in the constructors’ standings gets more wind tunnel time. Similarly, manufacturers with a weaker power unit should get more development scope to catch up with the others and make the championship overall more balanced.”
Question: “In your view, is there a weakness in this system?”
Binotto: “In my opinion, the weakness is that only on-track performance is measured. A car with a general performance advantage can afford not to exploit the full potential of its power unit.”
“For example, it could be that Mercedes has an engine with greater potential but does not have to use it to the limit because the car already offers an advantage. In this case, the manufacturer could even gain additional development scope. That is why I think the regulations should be revised in this respect.”
“That was not the original idea of ADUO. The goal was to help manufacturers who are actually behind – not to create situations where the true potential of a power unit is difficult to assess.”
Question: “The discussion about the compression ratio seems to have calmed down somewhat now.”
Binotto: “Yes, because ultimately we agreed on a regulation change. An adjustment was already planned for this year, but the really significant change concerns 2027. That is why the discussion has calmed down a bit. Technicians, manufacturers, and teams now know that there is a clearly defined regulatory milestone that will finally eliminate this gray area.”
“Of course, the compression ratio can represent a technical advantage. At the same time, we also know that the rules will define this area much more clearly from 2027. Until then, those who currently have an advantage will naturally try to exploit it in 2026 as well.”
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Does Audi really insist on a turbo engine?
Question: “Although there have been no official talks so far, the next engine generation is already being discussed. Audi is said to prefer a turbo solution rather than a return to a naturally aspirated engine.”
Binotto: “As you say, there are currently no formal talks. First, Audi wants to discuss all possible options together with the FIA and the other manufacturers and work on developing the best possible concept. That is exactly what the discussions will be about.”
“Audi has always advocated the importance of high efficiency. The technologies that enable particularly efficient engines later also find their way into production vehicles. When we talk about efficiency, we talk about fuel consumption, emissions, and technology transfer between motorsport and series production.”
“The real challenge will be to develop a Formula 1 engine that remains extremely efficient while at the same time being simpler, lighter, and more cost-effective. That is exactly the task we will be dealing with.”
The Audi design for 2026
Question: “Will the experience of this year – especially the difficult start to the season – influence the approach to future regulations? Will the FIA pay more attention to ensuring that engines regain more of the character of classic racing engines?”
Binotto: “I think the FIA, as the regulator, must rightly lead and guide this discussion. Formula 1 needs the manufacturers just as much as the manufacturers need Formula 1. In the end, as so often, we will have to find a solution that is not just a compromise but the best possible solution for all involved.”
Hülkenberg and Bortoleto: How Binotto assesses the Audi drivers
Question: “Let’s come to the drivers. You have a duo of a young talent and a very experienced driver. As far as I know, both will also drive for you next year. Are you satisfied? And do you see this as a long-term solution?”
Binotto: “This driver pairing is often described as a combination of a young driver and a veteran. However, I prefer a different definition: for me, they are two very fast drivers.”
“More important than age is speed for me. A young driver and an experienced driver would be worthless if they were not competitive. I am convinced that I have two very fast drivers, and that makes me satisfied. Both prove their worth and do an excellent job.”
Question: “What can you reveal about the plans for your junior driver Freddie Slater?”
Binotto: “I think he has surprised many. Hardly anyone expected him to sign with Audi already. In this respect, we have managed to catch many off guard. This decision also shows the ambition of our project and our will to invest in the future.”
“We are very pleased that Freddie chose Audi – and at the same time that Audi chose Freddie. He is doing really well so far. He is having a very strong season in Formula 3. I believe he is another important building block of the Audi project and underlines our claim to build something sustainable for the future.”
Question: “Will there be a Formula 1 test for him at the end of the season?”
Binotto: “That is likely.”
Whether Ferrari or Audi: Pressure is everywhere …
Question: “You experienced the pressure in Maranello for many years. Today you lead a project supported by one of the largest automotive groups in the world. Has anything changed because of that, or has the pressure remained the same?”
Binotto:b “I think pressure always comes with responsibility. Responsibility towards the brand, towards the results, and towards the people you work with. In this respect, there is not much difference between Ferrari and Audi.”
“However, everyone deals with pressure in their own way. Personally, I try to read as little as possible of what journalists write and instead focus on the work that needs to be done.”
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Question: “In recent months, there has been a lot of talk about ADUO, the compression ratio, and various regulation interpretations. Is this controversy mainly blown up by the media, or is there actually a technical basis behind it?”
Binotto: “Competition today takes place on all levels. Of course on the track, but also on technical and regulatory levels. When a completely new regulation is introduced – as this year both for chassis and power unit – it is inevitable that everyone tries to use every detail and possible interpretation for themselves.”
“It is completely normal that controversies arise from this because there is a real technical and sporting competition behind it. All in all, I even consider this a positive aspect. What surprised me most, however, is how many teams, despite the completely new rules compared to the past, are already able to fight for pole positions and wins after just a few races. That is a great spectacle.”
Why Audi opened a UK base
Question: “Your satellite structure in England has also attracted a lot of attention. Was it primarily created to facilitate recruitment?”
Binotto: “Our chassis base is in Switzerland. That is both an advantage and a disadvantage. Once you have convinced someone to come to Switzerland, the likelihood is high that this person will stay. The country offers a high quality of life and great stability.”
“On the other hand, this location makes it more difficult to attract new talent. With a kind of ‘technological antenna’ in England, we are much closer to the competencies and know-how of the British motorsport valley. This allows us to much more easily reach the best specialists and win them for our project.”
Question: “What goals does Audi pursue? There is always talk about 2026 and 2027. What is your actual time horizon?”
Binotto: “We have set a goal that goes far beyond 2026 and 2027. Our horizon is the year 2030. By then, we want to have built a team that can fight for the world championship.”
“We are aware that there will be important milestones on this path. The first big milestone for us will probably be the year 2028. Then we expect the next significant quality step. That is why I primarily consider 2026 and 2027 as building years and not as years that should be judged solely by race results.”
“For me, what is especially crucial in this phase is that the company grows. At the racetrack, a little more than 100 people work. Behind the scenes, however, there are around 1,400 employees who work every day on chassis and power unit.”
“Often, all eyes are only on the team at the track. However, that is only the visible part of the entire project. The racetrack is the cherry on the cake. But first, we have to bake the cake. For me, the most important successes in the next two years will therefore be those that reflect the growth of our organization.”
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