At the end of the meeting between the FIA and power unit manufacturers, held during the Bahrain Grand Prix weekend, the engine regulations discussed and approved by the International Federation in 2022 were confirmed. The possibility of an early return to naturally aspirated engines was dismissed. In Sakhir, there was also discussion about the power unit regulations set to take effect next year, and again the line of fidelity to the previously defined rules was reaffirmed.
However, the FIA has allowed itself some room to maneuver, through “minor refinements” that could be inserted into the 2026 regulations to reduce or eliminate the risk—highlighted for months in the paddock—that next year could see drivers forced into excessive “lifting” (lifting off the accelerator early before braking) due to battery recharge needs.
Tomorrow, a meeting of the F1 Commission is scheduled to discuss some of these “minor refinements,” and alarm bells are already ringing among some engine manufacturers who believe the proposals are anything but minor.
On the table is a modification to the energy split between electric and internal combustion (currently set at 50-50), one of the fundamental elements of the new regulations. The FIA’s main concern is the risk of seeing, particularly on tracks with very long straights, a slowing of the cars due to depleted electric energy and the subsequent need to recharge.
Such a scenario would not be well received by fans and enthusiasts and would also be frustrating for the drivers. After intervening with the introduction of active aerodynamics, the FIA also studied a programmed management of electric energy use (the “turn down ramp rate” system), which prevents a car from using maximum battery discharge out of corners, enforcing a progressive consumption curve to favor acceleration on straights. However, the “lifting” alarm remains active.
Tomorrow, a further measure will be proposed that involves changing the 50-50 power split. The intention is to reduce electric power in Grand Prix races from the 350 kW provided in the current regulations to 200 kW, shifting from a 50-50 split to 65/35. With less electric power available, the battery recharge problem would be solved. According to reports during the Jeddah weekend, a fallback plan is also under consideration to reduce electric energy only at circuits where the lifting effect is considered more critical, such as Jeddah, Monza, Baku, and Las Vegas.
Different positions among PU suppliers
The situation looks complicated. Some believe this would be a very significant and impactful change, not at all fitting the definition of “minor refinements” the FIA has claimed. Cutting 200 kW of power during races is not seen as a minor tweak, but rather a major change—therefore, unacceptable.
Others say the scenario would not be unprecedented, recalling the turbo era in which Formula 1 ran at two different speeds, with much more extreme boost levels in qualifying compared to the race.
Among the power unit suppliers, the clearest positions come from Mercedes and Red Bull Powertrains. The latter has shown openness to the changes, also invoking the interest of the sport. “The FIA has done its studies on the matter. I think what they desperately want to avoid is seeing excessive ‘lift and coast’ during races,” said Christian Horner. “That would not be good for our sport and extremely frustrating for the drivers. It’s not something we’ve pushed for, but if the FIA proposes it in the interest of the sport, then I think it’s worth supporting. It’s an issue we raised two years ago, but we didn’t push to include it in this week’s agenda.”
Mercedes takes a different stance. “Reading the F1 Commission agenda is almost as amusing as reading some X comments about American politics,” said Toto Wolff. “It seems like a joke. There was a meeting among engine manufacturers two weeks ago, and now here are the same things, back on the agenda. We’ve used hybrid engines for years, electric power management is already part of today’s systems. Are we sure 2026 will really be that different? Well, I’m not sure. In the end, the rules are the same for everyone, and that’s what matters.”
Audi and Honda do not appear willing to accept any changes, while Ferrari’s stance seems more moderate. “We must be transparent on this point and avoid arguments just because we think we have an advantage,” commented Frédéric Vasseur. “That would be the worst-case scenario for F1. With the introduction of the 50/50 split, we probably underestimated the consequences on the car’s weight and performance.”
“In the past 25 or 30 years, we’ve never had such a radical change to the regulations,” Fred Vasseur concluded. “It’s the first time we are addressing chassis, engine, fuel, and sporting aspects all at once. It’s a challenge for the teams and also for the FIA, which is being asked to predict today what the 2026 cars’ aerodynamic load and driveability will be, while we are still working on our projects. Honestly, the meeting in Bahrain went quite well because we had an open discussion. The problem is that when we’re in competition, the attitude becomes less constructive, and that doesn’t help the system. But let’s see how the meeting goes, and then we’ll draw conclusions.”
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