2027-28 engines: why the most significant change is not the 60/40 split
Higher battery charging power will reduce clipping, but being ready for the change could prove almost more difficult than preparing for the 2026 regulations.
The FIA has officially ratified the technical regulation changes for the 2027 and 2028 Formula 1 seasons. Most of the attention has focused on the revised balance between internal combustion and electric power, with the ratio set to evolve toward a 60-40 split over the next two years.
However, an even more significant development could be the increase in battery charging power. While the change promises major benefits in energy management, it also presents considerable engineering challenges, particularly regarding car adaptation and brake system design.
Battery under greater stress
The FIA has chosen to continue down the path of increasing battery charging capacity, a direction it first began pursuing around a year ago.
Last summer, the 2026 technical regulations stipulated that battery charging on the straights could not exceed 100 kW. That figure was subsequently increased to 200 kW on the eve of the current season and then rose to 350 kW with the regulation updates introduced around the Miami Grand Prix.
For 2027, the charging power limit will increase further to 375 kW before reaching 400 kW in 2028, four times the original value. Track data has already demonstrated that greater charging power shortens clipping phases and eliminates the need for lift-and-coast driving. Energy recovery can be concentrated into a shorter period of time, resulting in smoother and more natural driving characteristics.
This is a major change, but one that raises several questions. Increasing charging power inevitably places greater stress on the battery itself. It remains unclear whether power unit manufacturers will be required to modify the hardware of the hybrid system or whether there is still enough margin within the existing components to operate them more aggressively.
What is certain is that, should battery redesigns become necessary, the timeline would be extremely tight. Homologation requirements mean that battery specifications must be finalized months in advance, particularly because of the strict procedures involved in transporting such components by air.
A logistical nightmare for brake systems
The regulation changes will also have important consequences for Formula 1 brake systems. As charging power increases, the electric component contributes more significantly to the braking process, reducing the workload on the rear brake calipers and discs.
Those components are already operating at relatively low temperatures under the current regulations, meaning further revisions will likely be required. Almost every team had already planned to redesign its rear braking system for 2027, but the late ratification of the new regulations has made the development timetable even more challenging.
For suppliers Brembo, AP Racing and Carbone Industrie, the coming months are likely to be even more hectic than the lead-up to the 2026 regulations. Ahead of the current rules cycle, every team redesigned its braking systems from scratch, but at that time manufacturers had considerably more preparation time than they now have to adapt to the finalized 2027 requirements.
Overall, these regulatory changes present significant logistical and technical challenges throughout the Formula 1 supply chain. Teams and suppliers will be hoping that the engineering effort required is ultimately justified by the on-track benefits, including improved energy management, reduced clipping and a more consistent driving experience.
Leave a Reply