Why F1's trying to ditch a core part of its 2026 rules

Summary

Formula 1 is considering a major change to the 2026 engine rules due to concerns about cars running out of energy on straights. Originally, the 2026 rules proposed a 50/50 power split between the internal combustion engine and battery, but now there's a proposal to reduce battery power during races from 350 kW to 200 kW. This change is aimed at extending battery use throughout the lap and improving energy management. However, opinions are divided, with manufacturers like Audi supporting the change and teams like Mercedes opposing it. The decision will be debated at the upcoming F1 Commission meeting.

Highlights

• Formula 1 is debating a change to reduce battery power during races from 350 kW to 200 kW. 🏎️
• This change aims to avoid cars running out of energy on the straights. ⚡️
• A 50/50 engine and battery power split was initially proposed for 2026. 🔋
• Teams are divided; Audi is for, while Mercedes is against this change. 🚗
• The discussion will occur in the next F1 Commission meeting in Geneva. 🗨️

Key Takeaways

• F1 is considering reducing battery power during races to improve energy management. ⚡️
• A 50/50 power split was originally planned for 2026 but may change to 64/36. 🔄
• Manufacturers are divided on the change; Audi is supportive while Mercedes is opposed. 🚗
• The change aims to extend battery use and avoid cars running out of energy on straights. 🏎️
• The proposal will be discussed at the upcoming F1 Commission meeting. 🗓️

Overview

Formula 1 is on the verge of making a significant shift in the 2026 engine regulations. Initially, a 50/50 power split between the internal combustion engine and the battery was proposed. However, there's a growing concern that this could lead cars to frequently run out of energy on the straights, compromising the racing spectacle.

The current proposal suggests reducing the battery power deployment from 350 kW to 200 kW during races, which would change the power ratio to 64/36. This shift is expected to manage energy more efficiently, allowing cars to use battery power over a longer period around the lap and minimizing sudden power shortages.

Opinions on this proposed regulation change are mixed. Some manufacturers, like Audi, are in favor because the change could enhance reliability and racing dynamics. However, not everyone is as enthusiastic, particularly Mercedes, which has invested heavily in the current setup. The ultimate decision will be a central topic of discussion at the upcoming F1 Commission meeting in Geneva.

Chapters

• 00:00 - 00:30: Introduction Formula 1 executives are planning to deliberate a proposal at the forthcoming F1 commission meeting in Geneva concerning the 2026 engine regulations. The focus is on preventing cars from consistently depleting energy on the straights. The proposal suggests deviating from the planned 50-50 power division between the internal combustion engine and other components, ahead of the incoming turbo hybrid regulations.
• 00:30 - 01:00: Proposed Changes to Engine Rules The chapter discusses proposed changes to the engine rules in motorsport, specifically focusing on the power output balance between battery and internal combustion (IC) units. Initially, a 50/50 power split (350 kW each) was intended for both qualifying and races. However, a new suggestion aims to cut back the battery power during races to a maximum of 200 kW, altering the balance to 64% IC and 36% battery. This change is aimed at allowing batteries to provide power over a longer duration per lap.
• 01:00 - 01:30: Rationale Behind Rule Changes F1's new rule changes are aimed at preventing drivers from running out of extra energy on the track. The changes were driven by a goal to attract more manufacturers to the sport, specifically targeting the Volkswagen group with Audi and Porsche. The rules were redesigned with key elements to make them appealing.
• 01:30 - 02:30: Motivation for 2026 Rule Overhaul The motivation for the 2026 rule overhaul in Formula 1 focuses on sustainability and technological advancement. The first major change is the shift to fully sustainable fuels, aiming to make Formula 1 net carbon neutral. The second change involves removing the energy harvesting system from MGH, which was considered complicated, expensive, and lacking road relevance. Lastly, the overhaul will see a significant increase in electrification, with battery power moving from 120 kW to 350 kW.
• 02:30 - 04:00: Challenges with Energy Harvesting and Deployment The chapter discusses challenges encountered in energy harvesting and deployment, particularly related to rules implemented for new power units in Formula 1. It highlights the potential impact of these rules on power figures and the appeal they had in attracting manufacturers like Audi and reconsiderations by Honda, despite Porsche's withdrawal due to a failed deal with Red Bull. The narrative unveils that the manufacturers realized imperfections in the new designs arising from compromises in the rules. There is also a mention of the significance of the internal combustion engine, comparing its contribution to power output alongside new energy solutions.
• 04:00 - 06:00: Technical Regulations and Energy Management The chapter discusses the impact of technical regulations on energy management in racing cars. It highlights the challenges of energy harvesting and battery power deployment, noting that engines could become energy starved. The limited power harvested may not be sufficient for ideal deployment around a track, particularly at power-sensitive venues like Monza. This could result in cars running out of energy on long straights, affecting the spectacle and causing driver frustration. Max Verstappen's early simulator run on the Monza track is mentioned, where he had to downshift gear due to energy constraints.
• 06:00 - 07:30: Impact and Controversy of Proposed Changes The proposed changes to the car designs have sparked significant interest and debate. One notable feature is the introduction of active arrows, which aim to reduce drag by adjusting wing positions to a low drag mode during straights to conserve energy. This innovation is set to be a core aspect of the cars by 2026. Two regulations have been introduced to prevent the issue of cars running out of battery power in the middle of a race, which had been a concern. These regulations focus on maintaining car speed once a specific velocity is reached. These changes reflect a shift towards increasing efficiency and managing energy use more effectively in the racing industry.
• 07:30 - 08:30: Opinions and Potential Outcomes The chapter discusses the limitations and regulations surrounding the use of electrical energy in power units as they approach high speeds. It explains how power starts to drop as cars reach 300 km/h and rapidly declines more aggressively beyond 340 km/h. The summary emphasizes the importance of the turndown ramp rate, a regulation in the technical guidelines that restricts the power reduction rate, ensuring there is no sudden loss of power. This prevents teams from burning excessive power too quickly.

Why F1's trying to ditch a core part of its 2026 rules Transcription

• 00:00 - 00:30 Formula 1 chiefs will discuss with teams later this week the idea of a significant change to the 2026 engine rules aimed at heading off fears about cars repeatedly running out of energy on the straits. Ahead of the all new turbo hybrid regulations that are coming for next year. A radical proposal has been added to the agenda for the next F1 commission meeting that takes place in Geneva on Thursday. The idea to be debated by teams and senior figures from FOM and the FIA is for F1 to move away in part from a much heralded aspect of the new rules that are on the horizon. This was for a 50-50 power ratio split between the internal combustion engine
• 00:30 - 01:00 and battery elements of the new power units where 350 kW comes from both elements. While the originally intended 50/50 split will remain for qualifying, the suggestion being looked at is to step back from letting teams run the full 350 kW from the batteries in the races themselves. If the plan goes ahead, the maximum allowed would be just 200 kW, which will shift the power ratio from 50/50 IC battery to 6436. The hope is that by reducing the maximum power that can be deployed, it will allow the battery to be used for an extended period around the lap, therefore
• 01:00 - 01:30 minimizing the chances of drivers being left with no extra energy at all. But why has F1 ended up in such a scenario just 9 months out from the 2026 cars hitting the track for the first time? When F1 elected to rip up the rule book for 26 and do something different, it was heavily motivated by the desire to get more manufacturers involved in F1. The main target was obviously the Volkswagen group with both his Audi and Porsche brands potentially ready to join Grand Prix racing if the rules were attractive enough. There were three key elements that were viewed as critical to
• 01:30 - 02:00 get them in. The first was the move to fully sustainable fuels, which is seen as a critical step in F1's transition to become net carbon neutral. The second was getting rid of the energy harvesting that we currently have from the MGH, which converted excess heat from the engine into battery power. This device was deemed to be too complicated, too expensive, and not road relevant enough. The third element required was an increase in electrification with F1 eventually deciding to make a major step from the 120 kW that is available now from battery power all the way up to 350 kW. This means that batteries will
• 02:00 - 02:30 contribute as much as the internal combustion engine itself to the overall power figure which is what has triggered the 50/50 concept. Even though Porsche's plans to enter F1 fell by the wayside after it could not agree a deal with Red Bull, the planned 26 rules did their job in attracting Audi in and they also convinced Honda to rethink its planned exit. However, the rules were widely viewed as being a bit of a compromise because as manufacturers began working on the all new power units, they quickly realized that things would not be perfect with the way things have been shaped. A combination of losing the MGH
• 02:30 - 03:00 to harvest energy as well as an increased allowance in deploying battery power meant the engines were going to end up being energy starved. In simple terms, this means there's not enough power harvested to allow as much deployment around a lap as teams would like. While that may not be a huge headache at venues without long straights, for some power sensitive tracks like Monza, there have been worries that cars could run out of energy halfway down the straight, triggering a poor spectacle and huge frustrations for drivers. Max Vstappen famously revealed that from an early simulator run he had done. He ended up having to change down gear on the Monza
• 03:00 - 03:30 straight after the car had run out of battery power entirely. Some of the early fears were however triggered by teams running in simulators of cars that had a lot more drag than the designs we'll get next year. Active arrows become a core part of the cars for 26 where wings will go into low drag mode down the straights to help minimize the energy that's required to propel them at speed. Furthermore, two additional demands have been put in the regulations to ensure that drivers are not suddenly left with zero power halfway down the straits. The first relates to car speed and demands that once the cars are up to a certain velocity, then the limit of
• 03:30 - 04:00 electrical energy that can be used starts dropping away from the peak 350 kW allowed in the 26 power units. As can be seen here, this starts reducing as cars approach 300 km an hour, then tapers off more aggressively than 340 km an hour before it hits zero at about 345 km an hour. Perhaps of more importance, though, is an article in the technical regulations that limits the rate at which power can be reduced. So, there's no cliff edge potential. This is known as the turndown ramp rate and effectively prevents teams from burning
• 04:00 - 04:30 all the power quickly to arrive at a point where drivers instantly go from having maximum power to none at all. There are two ramp rates laid down. One for tracks where power will be very limited and then a different metric for everywhere else. At those tracks where the FIA determines that the power limited distance exceeds 3,500 m, then the power can be reduced at no greater rate than 50 kW in any 1 second period. For any other venue, the rate of reduction is capped at 100 kW in any 1 second period. At Monza, which will fall into the power limited track category,
• 04:30 - 05:00 it will take 7 seconds for the battery to go from 350 kW to zero. If we do some calculations, the start finish straight there is approximately 15 seconds long. So if there was in theory enough energy to run for half that straight at max power, say 7.5 seconds without any restrictions, then things are different with a ramp down limit. It will mean teams can run around 4 seconds at 350 kW followed by 7 seconds of ramp down. This means 11 seconds of energy in total, which is now 3/4 of the straight. It's a scenario very different from those earlier fears. Combined together, these
• 05:00 - 05:30 extra rules force teams to focus on efficiency of the battery power rather than efficiency of lap time, and it will prevent them from doing what they would have done without any restrictions, which is deploying the full 350 kW at the start of the straight until the batteries are empty. While some manufacturers are confident that all the above measures should be enough to make the situation acceptable, not everyone is convinced. And as the rules edge closer, there's been some lobbying to try to help improve things and stop F1 turning into an economy run. The FIA has taken on
• 05:30 - 06:00 board these concerns because it's determined to ensure that 26 does not become a letdown with the key challenge for the new turbo hybrid regulations being the electrical element that revolves around the battery. One of its conclusions is that the best way to better manage things is to limit the amount of energy that can be deployed. So rather than permit the maximum 350 kW that's allowed in the regulations, one idea that's being tabled is to cut it back in races where things will be more challenging. While the full power will still be available for qualifying, the proposal is that battery power deployment be reduced from the current 350 kW down to 200 kW for the sprints
• 06:00 - 06:30 and Grand Prisms themselves. This will shift the power ratio from 50/50 to 6436. Drivers will also be allowed to use a full 350 kW for what's known as the override system, which is an extra boost of energy that can be used at selected points to help with overtaking. The idea behind the shift to 200 kW in the races is that with less power being deployed, what energy the battery has stored can be unleashed over a much greater distance of the lap and especially for a longer time down the straights. While the reduction in power,
• 06:30 - 07:00 which is equivalent to 200 horsepower, will have an impact in holding back acceleration immediately out of a corner. Sources have indicated the performance profile around a lap will be more consistent as cars are running less of the lap without any battery power at all. One of the other added benefits of the change is that with the override overtake element remaining at 350 kW then it should further open up overtaking opportunities as there will be a bigger offset between cars that have it and those that do not. The idea of pulling the battery power back to 200 kW of races is not
• 07:00 - 07:30 without controversy with opinions in the paddock very much divided. Red Bull's Christian her whose team is working on its own power unit for the first time next year thinks it will help avoid the worst of drivers being on economy runs. He's spoken many times about worries of drivers needing to change down gears on the straights because they've run out of power too early. But not everyone's in favor. And one of the most vocal against is Mercedes boss Toto Wolf, whose team has invested heavily in the new power units and is rumored to have nailed the new regulations. So could be the one to beat if things stay the same. In some
• 07:30 - 08:00 comments that grabbed attention after the Saudi Arabian Grand Prix regarding the rule change, having been put on the agenda of the F1 Commission meeting, he said it was almost as hilarious as reading some of the comments that I see on Twitter on American politics. I really want to protect ourselves and make no comment, but it's a joke. For the change to go through for 26, it will require support from the majority of manufacturers. Something that may well fall short of being achieved, unless there are some other compromises thrown onto the table. What is certain is that there's going to be some heated debate about it. And with plenty of months to
• 08:00 - 08:30 go before 26 engines hit the track for the first time, there's going to be some major efforts made to try to get the compromised regulations into the best shape possible. And the true hope is F1 does not deliver a damp squip next year.