On the finish of the assembly between the FIA and energy unit producers, held throughout the Bahrain Grand Prix weekend, the engine rules mentioned and authorised by the Worldwide Federation in 2022 have been confirmed. The potential of an early return to naturally aspirated engines was dismissed. In Sakhir, there was additionally dialogue concerning the energy unit rules set to take impact subsequent yr, and once more the road of constancy to the beforehand outlined guidelines was reaffirmed.
Nevertheless, the FIA has allowed itself some room to maneuver, by way of “minor refinements” that may very well be inserted into the 2026 rules to scale back or eradicate the chance—highlighted for months within the paddock—that subsequent yr might see drivers compelled into extreme “lifting” (lifting off the accelerator early earlier than braking) attributable to battery recharge wants.
Tomorrow, a gathering of the F1 Fee is scheduled to debate a few of these “minor refinements,” and alarm bells are already ringing amongst some engine producers who consider the proposals are something however minor.
On the desk is a modification to the vitality break up between electrical and inside combustion (presently set at 50-50), one of many elementary components of the brand new rules. The FIA’s primary concern is the chance of seeing, notably on tracks with very lengthy straights, a slowing of the vehicles attributable to depleted electrical vitality and the next must recharge.
Such a state of affairs wouldn’t be nicely obtained by followers and fanatics and would even be irritating for the drivers. After intervening with the introduction of lively aerodynamics, the FIA additionally studied a programmed administration of electrical vitality use (the “flip down ramp fee” system), which prevents a automotive from utilizing most battery discharge out of corners, implementing a progressive consumption curve to favor acceleration on straights. Nevertheless, the “lifting” alarm stays lively.
Tomorrow, an additional measure will likely be proposed that entails altering the 50-50 energy break up. The intention is to scale back electrical energy in Grand Prix races from the 350 kW supplied within the present rules to 200 kW, shifting from a 50-50 break up to 65/35. With much less electrical energy accessible, the battery recharge downside can be solved. In line with studies throughout the Jeddah weekend, a fallback plan can be into account to scale back electrical vitality solely at circuits the place the lifting impact is taken into account extra important, akin to Jeddah, Monza, Baku, and Las Vegas.
Completely different positions amongst PU suppliers
The state of affairs seems sophisticated. Some consider this could be a really vital and impactful change, under no circumstances becoming the definition of “minor refinements” the FIA has claimed. Chopping 200 kW of energy throughout races isn’t seen as a minor tweak, however quite a serious change—subsequently, unacceptable.
Others say the state of affairs wouldn’t be unprecedented, recalling the turbo period wherein System 1 ran at two totally different speeds, with way more excessive enhance ranges in qualifying in comparison with the race.
Among the many energy unit suppliers, the clearest positions come from Mercedes and Crimson Bull Powertrains. The latter has proven openness to the adjustments, additionally invoking the curiosity of the game. “The FIA has achieved its research on the matter. I believe what they desperately wish to keep away from is seeing extreme ‘raise and coast’ throughout races,” mentioned Christian Horner. “That might not be good for our sport and intensely irritating for the drivers. It’s not one thing we’ve pushed for, but when the FIA proposes it within the curiosity of the game, then I believe it’s value supporting. It’s a problem we raised two years in the past, however we didn’t push to incorporate it on this week’s agenda.”
Mercedes takes a distinct stance. “Studying the F1 Fee agenda is nearly as amusing as studying some X feedback about American politics,” mentioned Toto Wolff. “It looks like a joke. There was a gathering amongst engine producers two weeks in the past, and now listed below are the identical issues, again on the agenda. We’ve used hybrid engines for years, electrical energy administration is already a part of immediately’s methods. Are we certain 2026 will actually be that totally different? Effectively, I’m undecided. In the long run, the principles are the identical for everybody, and that’s what issues.”
Audi and Honda don’t seem keen to just accept any adjustments, whereas Ferrari’s stance appears extra reasonable. “We should be clear on this level and keep away from arguments simply because we predict we’ve a bonus,” commented Frédéric Vasseur. “That might be the worst-case state of affairs for F1. With the introduction of the 50/50 break up, we most likely underestimated the results on the automotive’s weight and efficiency.”
“Previously 25 or 30 years, we’ve by no means had such a radical change to the rules,” Fred Vasseur concluded. “It’s the primary time we’re addressing chassis, engine, gas, and sporting elements suddenly. It’s a problem for the groups and in addition for the FIA, which is being requested to foretell immediately what the 2026 vehicles’ aerodynamic load and driveability will likely be, whereas we’re nonetheless engaged on our initiatives. Actually, the assembly in Bahrain went fairly nicely as a result of we had an open dialogue. The issue is that once we’re in competitors, the angle turns into much less constructive, and that doesn’t assist the system. However let’s see how the assembly goes, after which we’ll draw conclusions.”
Purchase official Ferrari F1 merchandise!
Let different Scuderia Followers learn about us
