The 2026 Formula 1 regulations mark a historic turning point with the introduction of new, sustainable fuels. It is a profound change, as confirmed by Valeria Loreti from Shell, that involves the entire production chain, brings fuels back to the center of technical competition, and has the potential to transform Formula 1 into a key laboratory for the future of sustainable mobility.
Among the most innovative aspects of the 2026 technical regulations, one of the most revolutionary concerns the fuels themselves. It is an unprecedented shift in the history of Formula 1, as the new power units will run on fuels derived from sustainable raw materials. This technological challenge may be invisible to the general public, but it is extremely complex for the companies involved and significant enough to influence performance values on track.
After years of stability in which fuels had become a secondary variable, the topic of ‘fuels’ is set to return to the forefront. Valeria Loreti, Technology Manager at Shell Motorsport, is fully aware that the scale of this change brings fuels back to the center of attention. Shell celebrated the 75th anniversary of its partnership with Scuderia Ferrari, an occasion coinciding with the launch of the new technical cycle, which began in their laboratories four years ago.
“The first major innovation was the timing available to us. Once all fluids were frozen for the 2022 season, the 2026 project kicked off. We started, of course, from a blank sheet, exploring new areas because the FIA regulations require that the 2026 fuel be composed of molecules derived from feedstocks classified as ‘advanced sustainable’. A definitive farewell to petroleum opened the door to new raw materials,” Loreti explained.
“The FIA allows a wide range of possibilities: residues from the agricultural and food industries, municipal waste, or recycled plastics. To establish a baseline, the organic mass containing carbon must not generate new emissions. The challenge required major changes, from feedstock selection to subsequent processes and the production of molecules. It is essential to understand which processes are applicable to a material and how much yield they allow us to extract. For this reason, our team has grown, and we continue to recruit new personnel. In the past, we mainly had chemists building models and crunching data. Today we need experts in supply chain, trading, and certification.”
The concept of “sustainable fuel” introduces constraints that go beyond the final product, affecting the entire production chain. The feedstock cannot be produced specifically for the fuel; it must come from second-generation sources. In the case of biological raw materials, dedicated crops are not allowed—they must be residues from the material’s first use. Even processing steps have emission limits, encouraging the use of energy from renewable sources.
“We started by identifying which waste product to use,” Loreti continued, “then focused on the process. The challenge was to understand how to obtain the key molecules for the final product with the lowest possible energy expenditure. A sustainable fuel that consumes a lot of energy to produce would make no sense. That is why the current regulations make a big difference between a process powered by wind energy versus one powered by fossil fuels.”
One of the most delicate phases of the project is adapting the fuel to the power unit. “We are like a tailor sewing a bespoke suit for the customer—in our case, Scuderia Ferrari. We take the measurements, but of course, there are limitations. Until last season, the main goal was maximizing performance and efficiency; today, supply chain constraints, feedstocks, and adopted processes are additional considerations.”
“We have a very close collaboration with Scuderia Ferrari and continuous feedback. For example, we combine the chosen components in the concentrations we have defined and determine the fuel’s characteristics: octane numbers, density, calorific value, and other parameters. We identify the best values to meet Ferrari’s requirements, but if we see an opportunity for improvement, we propose alternatives to the engine team. It is a constant exchange of information. When approval is given to begin testing, the most delicate phase begins, because models help, but the test bench is always the ultimate reference. Even here, available hours are limited, so reliable models are crucial to minimize bench testing.”
The insights gained from the new generation of fuels will be under intense scrutiny from the very first tests starting in the last week of January. Could a manufacturer gain a decisive advantage? According to Loreti, it is too early to predict. “Everyone started from zero, and so far each manufacturer has only compared results internally. We, of course, have targets based on our products, but I can confirm that everyone is very cautious—no one is taking risks.”
Finally, there is a challenge within the challenge, involving the producers of new sustainable fuels and the FIA. For the Federation, the feedback from the track will also be used to evaluate the potential future use of these fuels in everyday mobility. A key step to strengthen Formula 1’s role as a laboratory capable of transferring ideas and technology to the automotive sector.
“If the FIA and Formula 1 are right, we will have a high-performance fuel that will not require major changes to engine setups. In that case, all the conditions will exist to accelerate the adoption of this technology. Working on this project has allowed us to better understand the pros and cons and identify development potential. We are still in an embryonic phase, but soon we will see
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