On April 9, discussions will also focus on how to improve qualifying, where braking and throttle input must return to center stage
Energy management has completely reshaped qualifying as it was once known, diminishing the importance of driver skill when pushing the car to its limits. The FIA and the teams are set to discuss how to respond, starting from a detailed analysis of what has been observed on track so far. The first three Grands Prix have shown that the issue stems from a completely different use of brake and throttle compared to the past. For this reason, beyond the well-known clipping on straights, particular attention must also be paid to cornering dynamics.
Less and less braking
A clear summary of the current qualifying situation was offered by Lando Norris ahead of the Chinese Grand Prix, reflecting on how much things have changed compared to previous years: “We used to drive how we’ve always done our whole lives: brake and throttle. Generally, using more and more throttle and less and less brake, that kind of thing. [Now], for the first time in our lives, we are driving in a completely different way.”
The world champion highlighted two crucial phases of driving: acceleration and braking. Starting with the latter, Formula 1 is currently experiencing a paradoxical scenario where drivers are braking less despite cars being slower in corners due to reduced grip. Estimates from Brembo suggest that in the first three Grands Prix, the average time spent using the braking system has dropped from 13.7% in 2025 to 12.7% today. The most extreme case is Suzuka, where the reduction reached 2%, falling from 10.4 to 8.9 seconds per lap.
Drivers no longer have the same opportunities to make a difference under braking. Especially through fast and closely linked corners, the approach is no longer based on braking; sometimes it is enough to lift off the throttle to send the electric motor into energy recovery mode at 350 kW, slowing the car down. To address the issue, battery recharging should be regulated differently, either by acting on the total energy or the power levels involved. One possible solution would be to limit the amount of energy that can be recovered per lap, thereby reducing recovery phases outside of braking zones. At the same time, it would be useful to rethink how recharging occurs, perhaps by prohibiting it when both pedals are released, discouraging drivers from lifting off the throttle purely to harvest energy.
Battery too closely linked to the throttle
The other major issue in qualifying lies in corner exits. Charles Leclerc has repeatedly pointed out how taking risks no longer pays off, as pushing to the limit and playing with the throttle confuses the energy management software. Even if a driver is faster through the corner, more time is lost on the following straight than what was gained, because the deployment of electric power becomes unbalanced. Part of the responsibility lies in the deployment rules, which require the electric motor to deliver at least 200 kW for one second as soon as the driver applies full throttle.
However, the FIA can occasionally grant exemptions for specific corners, and at Suzuka the benefits were noticeable. “In the first part of the lap you are on the limit, but then from Turn 6 onwards you can’t push anymore because you have to manage the battery,” Hamilton commented after qualifying in Japan. The reference to Turn 6, at the end of the Esses section, is not accidental, as the pre-event notes excluded the stretches between Turns 3-6, 8-9 and 13-14 from those where activating the electric motor upon throttle application was mandatory. A potential solution could be to decouple the initial phase of throttle application from battery deployment, although this approach would not come without drawbacks.
Watch out for side effects
By following this path, there is a risk of reaching an extreme scenario in which the hybrid system would be reduced to providing a simple additional boost on the straights, or even only in predefined activation zones, similar to the old DRS. However, this would benefit Ferrari-powered cars more than their rivals, as they feature a smaller turbo that guarantees better torque and responsiveness during traction phases. Conversely, other manufacturers have designed their power units with the electric motor acting as a power buffer, meaning it supports low-end performance to compensate for the lack of boost from the internal combustion engine due to turbo lag.
Limiting the areas where hybrid deployment is allowed would also distort the fundamental concept behind the new power units and introduce an additional issue. In more technical sections, without electric assistance, cars would accelerate less, reaching corners at lower speeds and further reducing braking usage.
Finding a solution will not be easy and will ultimately come down to compromise, accepting the lesser of several drawbacks. Improving the qualifying situation, however, is essential, as it not only prevents drivers from fully expressing their abilities but also makes it difficult to properly assess the chassis qualities of the various cars. After Australia, Norris even refused to comment on his feeling with the MCL40, as he had not yet been able to evaluate it properly: “To be honest, it’s still very early to say, and it’s quite different, because you’re not driving the car at the limit anymore, you’re driving the power unit.”
The cancellation of the Bahrain and Saudi Arabian Grands Prix has provided valuable time to work on these issues, and it will be crucial to make the most of this opportunity in order to restore the true essence of Formula 1 qualifying.
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