Teams, the FIA, and Formula 1 are evaluating potential short- and long-term adjustments to the 2026 regulations. As confirmed by James Vowles, one of the proposals under consideration involves revising how active aerodynamics are used during a lap, potentially extending their deployment. However, several uncertainties remain that need careful consideration.
Using the pause imposed by the cancellation of the Bahrain and Saudi Arabia rounds, after three Grands Prix and three testing sessions, Formula 1 has reached the point of drawing a first assessment of the 2026 regulations. The focus is on the possible solutions to discuss next week with teams and the FIA to address the critical points observed so far.
Priorities on the table
Several priorities are up for discussion, starting with qualifying. Watching drivers unable to take risks in the session where pushing the limit is most essential is not what Formula 1 should aim for. Currently, energy management heavily influences driving style, which ultimately restricts driver creativity.
Restoring the driver’s central role in a single-lap performance is a key point. Equally important is reducing the impact of energy management on how qualifying is approached, which can lead to excessive super-clipping or lift-and-coast strategies, as particularly evident in Australia. The challenge is finding a balance between performance and minimizing extreme energy recovery techniques.
Managing energy recovery
In this regard, the FIA experimented in both Melbourne and Suzuka with reducing the amount of energy recoverable by drivers, aiming to limit lift-and-coast and super-clipping. However, this has not always been sufficient. In certain sections, cars inevitably ran out of battery, deactivating the MGU-K, as happened after 130R. The result was significant speed differences, an effect that does not sit well with fans.
The issue is twofold. Even with a fully charged battery, having 350 kW available can drain energy quickly, forcing drivers to choose how and where to deploy it. This was particularly evident at Suzuka, with three consecutive long straights requiring obvious compromises.
Proposals to reduce energy dependency
To reduce this “energy dependency,” several proposals are being considered, some long-term and some applicable in the short term. Among them is an idea suggested by Andrea Stella after the Bahrain tests: increasing MGU-K power during super-clipping phases, raising recovery from 250 kW to 350 kW.
Active aerodynamics under review
Another point on the agenda, arguably even more interesting due to its “aggressive” nature, involves changing how active aerodynamics are used. Currently, deployment is limited to zones defined by the governing body, which runs simulations to determine where opening the aero is considered safe. At Suzuka, for example, it was impossible to activate the system before the Spoon Curve for safety reasons.
The same occurred before 130R, with two distinct effects. First, it widened the gap between maximum speed before the corner and speed at the chicane braking point. This was not only a matter of limited energy but also the absence of active aero. During the race, drivers entering super-clipping before the chicane were slowed not only by MGU-K braking but also by the closed wings.
It is understandable that the FIA prioritized safety, but how active aero is used remains a central issue. As confirmed by James Vowles, it will be a key discussion point in the upcoming meeting.
James Vowles comments
“The sport is taking very seriously what we saw this weekend—not just in Suzuka, but what we have learned from the first three Grands Prix collectively. First point: we will meet twice in April, presenting proposals now to understand the root causes of these issues and what we can do,” said the Williams TP.
“Separately, there is the long-term question of what we can do over the next 12 months. I think it is acknowledged, and has been from the start, that these large speed differences would create a problem. On the other hand, these rules also produce great racing, as seen in China and Australia.”
“Much of what we can do in the short term will involve fine-tuning how energy is collected or deployed, and even subtle adjustments to how the open-wing mode is used around the lap. I am confident this will bring some improvements.”
Balancing energy and aero
The longer the wings remain open, the lower the energy consumption. This principle underlies the FIA’s decision to make active aerodynamics a constant feature in the 2026 regulations. Yet, it is clear that a balance must be found that satisfies all parties: teams, the FIA, and drivers.
Allowing drivers full freedom to deploy active aero, as in 2011, is on the table and could benefit a regulation set that urgently needs adjustments, in some cases even radical ones. However, it carries risks. An intermediate solution may be needed until cars can handle higher downforce in certain sections. Additionally, some teams currently generate low aerodynamic load, which could widen the performance gap with top teams.
Qualifying controversies
Controversies are not absent. In Australia, some teams suffered understeer with open wings before Turn 9. The zone was removed on Saturday morning and then hastily reinstated. Another critical factor is that what occurs in qualifying may also happen in the race, particularly during wheel-to-wheel duels.
After Japan, Alex Albon explained that many drivers share concerns that following cars, especially in areas with active aero, are not always fully under control. Some even want to push for reducing the power of the effect when active aero is deployed.
“We discussed this in the drivers’ briefing regarding closing speeds, defending, direction changes, and all these factors. Right now, it feels really strange because you want to defend, but sometimes you worry that the car behind really has control of the situation. Perhaps we need to make active aero a bit more stable or less powerful, like the old DRS.”
In conclusion, the 2026 Formula 1 regulations are currently at a crossroads. While the hybrid technology is groundbreaking, the “energy-saving” driving style it demands is clashing with the sport’s DNA of flat-out speed. The April summits will be vital in deciding whether F1 pivots toward a more liberal use of active aerodynamics to mask these energy deficits or if more fundamental changes to the power unit’s recovery cycle are required to keep the “pinnacle of motorsport” truly competitive.
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