What does Antonelli's improvement mean for Russell? F1 Q&A

Most of the talk about F1 engines at the moment is on addressing concerns about the current rules. There is a meeting between senior figures due to take place this week.

There is talk of altering the ratio between the internal combustion and electrical elements of the new engines, which is currently at nearly 50:50.

The thinking is that a switch to more internal combustion engine power - for example by increasing the fuel flow - would help address the concerns that driving on the limit in qualifying has been compromised by the new engines.

The drivers say this still needs to be addressed, but are realistic little more can be done this year after the rule changes that were made before Miami.

Having said that, a number of senior figures have mentioned the idea of opening up straight-line mode - where the front and rear wings open to reduce drag - would be a quick fix on this front.

At the moment, this is limited to certain zones. The argument is to make it free, and leave it up to driver/team choice. This would enable more energy recovery, as the drivers would brake more often. And that would reduce energy starvation.

A change to the fuel-flow rate is likely not to come until 2028, because of the work that would be required to redesign the engines. But it is on the cards.

Longer term, 2030 or 2031 is the next date for a new set of engine regulations. What that looks like will be defined in the next couple of years.

Mohammed Ben Sulayem is provocatively stating he can do what he likes for 2031 because the FIA in theory has total control of the rules by then given the current Concorde Agreement - the contracts that bind F1, FIA and the teams together - runs out at the end of 2030.

But if he ignores consultation and just enforces a return to naturally aspirated V8s with a token amount of hybrid power he risks a number of manufacturers quitting F1.

The manufacturers by and large are open to changing the rules and, especially, making engines cheaper.

But the issue of road relevance cannot be ignored completely, even if F1 can claim its sustainable fuels make the engines carbon-neutral.

The new engine could well be a V8, but it could also be a V6. Some manufacturers are likely to want to keep a turbo, and there will be some level of hybrid, but how much remains to be seen.

Ben Sulayem says the fans want the loud noise that characterised the V10 and V8 era to return, but there is no convincing research proving that.

And ear-splitting engines may not be a good idea, especially for corporate guests above the pits and families bringing children to the tracks. That has to be considered.

They would also likely mean a serious threat to some of F1's current races because of the impact of noise pollution on residents.

Screaming naturally aspirated engines would likely kill Miami, where noise was a major issue when securing the deal, as well as Las Vegas, and put Madrid and Melbourne under threat as well. F1 will not want that.

Mercedes F1 boss Wolff said in Miami: "We are open to new engine regulations. We love V8s. It has only great memories from our perspective. It's a pure Mercedes engine. It revs high.

"And then how do we give it enough energy from the battery side to not lose connection to the real world?

"Because if we swing 100% [internal] combustion, we might be looking a bit ridiculous in 2031 or 2030. So we need to consider that, make it simpler and make it a better engine.

"Maybe we can extract 800 horsepower out of the [internal combustion engine] and put 400 on top of it, or more in terms of electric energy. We are absolutely up for it, as long as those discussions happen in a structured way [and] people's considerations are being taken on board.

"We recognise the financial realities of [original equipment manufacturers] these days. We don't have it easy. But if it's well planned and executed, we will see how Mercedes will come back with a real racing engine."