Discussions continue regarding the next generation of power units, which will make their Formula 1 debut most likely in 2026, thus being postponed by one year as compared to the inital plan. Engineers interested in the new regulations met on two occasions during the year, at the Red Bull Ring in the second weekend of racing on the Austrian track and recently in Monza during the Italian Grand Prix. A quick decision about the characteristics of the engines of the future is urgently needed in order to start research and development of the technologies used, a decision which, according to what recently reported by Auto Motor und Sport, could arrive before the next round of the World Championship scheduled at Istanbul Park.
One of the central points around which the discussions are centered is the possible abolition of the MGU-H, the electric motor generator mechanically connected to the turbocharger unit. In current power units, the MGU-H is set in motion by the turbine, in turn actuated by the exhaust gases, allowing a regeneration of electrical energy that can be stored in the battery by exploiting the residual thermal and kinetic energy in the exhaust gases as a source. In addition, during the acceleration phase, the MGU-H is used as a common electric motor, delivering power and accelerating the compressor to induce a greater amount of air in the heat engine, improving combustion efficiency.
According to what was reported by both TheRace.com and Michael Schmidt in the last episode of the Auto Motor und Sport podcast, among the requests of the manufacturers interested in entering Formula 1, (mainly the Volkswagen group), there would be the removal of the ‘MGU-H, an initiative that would also enjoy the support of some of the engineers currently present in the category, including Ferrari. In fact, the MGU-H technology, in addition to not having spread rapidly in the automotive industry, has high implementation costs due to the complications arising from the high temperatures of the neighboring components, including the turbine. If the abolition of the MGU-H is confirmed, the scenario that would see the Volkswagen group enter Formula 1, which would have initiated preliminary discussions with Red Bull, would make progress.
The ways in which the German giant would make its entry into the category still appear uncertain, in particular if with only one between Porsche and Audi or with both. In the recent past, the Volkswagen group has participated in several FIA championships with both brands, albeit for a limited period of time, as happened with the LMP1 regulations of the WEC or in the last two years in Formula E, while from 2023 Porsche and Audi will re-enter the premier class of endurance competitions with LMDh prototypes, which will be able to complement the Hypercars already seen in action this year. The cohabitation of the two brands is therefore not an unrealistic scenario for Formula 1, but in addition to their entry, it would remain to be seen if their presence is limited to the role of engineers or complete teams.
Increased electrical power, semi-standard motor
The removal of the MGU-H is not the only topic of discussion in the definition of the power units for 2026. Michael Schmidt has in fact reported the intention to increase the power of the electrical part to 350 kW, the equivalent of about 476 horsepower , a value greater than 200 kW of the hybrid of the Hypercars protagonists in the WEC and which would equal the power of the third generation Formula E that will debut in 2023. In the current Formula 1 power units, the MGU-K, the electric motor generator that delivers power to the transmission line and therefore directly to the rear wheels, is instead limited to a power of 120 kW, therefore in the order of 163 horsepower.
There still remains to identify the number of electric motors with which the 350 kW threshold will be reached and above all their location. In fact, rumors are constantly evolving that would see the installation of a generator or an electric motor-generator at the front connected directly to the front wheels. In addition to the debate about the presence or absence of this element at the front, there is also discussion on the possibility of using it to deliver power directly to the wheels, thus implementing an all-wheel drive, or exclusively to regenerate energy under braking, like what will happen in Formula E with the third generation cars.
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The heart of the power units of 2026 will however remain the internal combustion engine, which could remain a six-cylinder, thus preserving the current fractionation. As reported by Michael Schmidt, with a view to limiting costs, the entire cylinder block should be standardized, while the development above it, including the cylinder head, whose lower part determines the shape of the combustion chamber, will remain free and therefore the efficiency of the combustion itself. However, no more information has been leaked regarding the standardization or free development of pistons.
Active and efficient aerodynamics
The configuration of the next power units will also affect the external aerodynamics of the single-seaters. In fact, there is a need to reduce aerodynamic drag to reduce energy consumption, a need that arises from the desire to limit polluting emissions from the heat engine but above all to stem the capacity and weight of the battery. With the electric power going up to 350 kW, it will necessarily have to increase the energy availability of the battery to allow sufficiently long usage times, a factor that will lead to an increase in the weight of the car. The minimum weight of the Formula 1 single-seaters is one of the parameters that has increased the most over the years, reaching 790 kg in 2022 with the possibility of climbing again in the future.
The reduction in the weight of the battery and therefore of the car will be sought through a reduction in consumption by means of more efficient aerodynamics. There will therefore be a more extensive use of active aerodynamics, a theme anticipated in the past months by the technical director of Formula 1 Pat Symonds, so as to dynamically reduce the incidence of straight airfoils and the drag generated by them.
The next few weeks or even the next few days will be decisive in determining the definitive guidelines for the next generation of power units, on which the entry of new engineers will depend. The Turkish Grand Prix in Istanbul will be a crucial event in view of the fight for the 2021 world title, but it could also hold important news for what will be the future of Formula 1.
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