The F1 Commission is meeting today, and a thorny topic is on the table: a discussion about revising the power balance between hybrid and internal combustion engines during races, while maintaining the original 50/50 split for qualifying. No decision will be made today, as it is up to the Manufacturers’ Committee, but the goal is to set a direction for possible rule definitions to be later ratified by the FIA World Council.
The intention is to limit electric power from 350 kW to 200 kW with the goal of ensuring energy recovery via the MGU-K throughout the entire lap, even on fast circuits with few heavy braking zones like Monza, Baku, Jeddah, and Las Vegas. Some have also cited concerns about tire overheating, which Pirelli has categorically denied. This time, the tires are not the issue.
It is said that Red Bull Powertrains is pushing this solution (which would shift the balance to 63% internal combustion and 37% electric) with Ferrari’s approval (though wasn’t theirs the best power unit?), while Mercedes, Audi, and Honda are reportedly opposed. In truth, the FIA is keen to avoid embarrassment, since its own technicians drafted the 2026 regulations and no one wants to see drivers lifting off the throttle long before braking zones to perform “lift and coast” maneuvers needed to harvest kinetic energy for conversion into electricity.
It’s already April and the 2026 regulations are still not finalized. Liberty Media is doing a spectacular job of promoting F1, but there is a real risk that next year’s cars will not meet the expectations set for more agile, smaller, lighter cars with innovative power units—especially since, after four years of study, some still haven’t found the right solutions to ensure the show lives up to the promise.
To justify the proposed change in power mapping, some refer to the turbo era, when boost pressure differed between qualifying and race sessions, perhaps forgetting that there were no parc fermé rules back then and cars could be completely rebuilt between sessions.
We’re talking about over 200 horsepower at stake here, which could be worth up to 1.5 seconds per lap. Is it realistic to think that qualifying with 1,000 hp would require a level of aerodynamic load that, in the race with just 800 hp, would only result in drag? Will teams need to optimize for both conditions, or will they at least be allowed to revise aerodynamic setups?
The topic is particularly interesting because so far the discussion has focused only on reducing electric power while keeping battery recharge capacity unchanged, to allow hybrid deployment over the entire lap. However, it’s been overlooked that the 150 kW of electric power could potentially be used during the override phase—that is, in push-to-pass maneuvers—while active aerodynamics reduce wing load on the straights. Will we see a wave of dramatic overtakes like in the early DRS days, or will brake zone attacks gain new importance?
F1 is a strange beast: even a minor tweak in the rules can often uncover hidden side effects that could undermine the original intent. Every decision must therefore be weighed carefully. It’s no coincidence, in fact, that the package of “small revisions” to the regulations also includes the idea of giving teams more freedom in designing the rear diffuser, to boost the downforce generated by the car body, which is currently down by a good 30%.
The feeling is that what’s already been written won’t be changed. Logic suggests that engine development should remain open, rather than aiming for a power unit freeze like in the current regulatory cycle. It would make more sense to liberalize developments—especially considering there’s a budget cap to keep costs and interventions in check.
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