The 2026 Formula 1 regulations are increasingly being described as a ticking time bomb, not only for the quality of racing but, more importantly, for driver safety. The Japanese Grand Prix has once again brought this issue into the spotlight, highlighting concerns that many experts and insiders had already predicted long in advance. Engineer Marco Coricelli, speaking on Racech, delivered a blunt analysis of a system that appears to have ignored several clear warning signs.
Super clipping: a predicted danger
The phenomenon known as “super clipping”—where cars suddenly slow down halfway along a straight due to depleted battery charge or extreme energy recovery strategies—is not a new issue. Simulations had already flagged these problems more than a year and a half ago, showing scenarios in which even top drivers like Max Verstappen were forced to downshift in the middle of straights at circuits such as Monza.
At Suzuka, this limitation became particularly evident, especially through the high-speed 130R corner. In this section, active aerodynamics are disabled for safety reasons, while the hybrid system begins to lose efficiency beyond approximately 290 km/h. The result is a dramatic loss of speed as cars attempt to recharge, creating extremely dangerous speed differentials between competitors.
Safety concerns: from paddock warnings to on-track risks
The incident involving Pierre Gasly and Yuki Tsunoda during the Japanese Grand Prix—along with similar situations such as those involving Oscar Piastri and Sergio Perez, or George Russell and Charles Leclerc mentioned in various analyses—served as a loud warning signal. With speed differences that can exceed 70–80 km/h between cars on track, the risk of severe collisions becomes alarmingly high.
Engineer Marco Coricelli expressed particular concern about circuits like Spa-Francorchamps, especially in fast sections such as Blanchimont, where sudden deceleration due to battery depletion could have devastating consequences. “I don’t even want to think about what could happen at Spa, especially at Blanchimont,” he said. “It’s like being on a highway at 90 km/h and suddenly someone stops right in front of you.”
Formula 1 has spent years building its reputation as a leader in safety, introducing innovations such as the Halo, stronger chassis structures, and improved circuit protection. However, these new regulations risk undermining that progress by introducing avoidable dangers linked to energy management.
FIA and teams: responsible for a foreseeable issue?
The obvious question is how the FIA, supported by highly specialized technical staff and the vast resources of F1 teams, could have failed to anticipate such scenarios. According to Coricelli, the answer is uncomfortable: “Is it possible that, just to satisfy Audi and bring them into the sport, everyone held their nose and buried their heads in the sand like ostriches?”
The accusation is clear: both the FIA and the teams may have effectively endorsed a regulation with evident flaws, potentially prioritizing political and commercial considerations—such as attracting new manufacturers—over sound engineering principles and safety.
The critical mistake: removing the MGU-H
At the heart of the technical issue lies a specific decision, according to Coricelli: the removal of the MGU-H (Motor Generator Unit – Heat). This component, weighing just 4 kg, played a crucial role in managing hybrid energy systems by maintaining turbo efficiency and recovering significant amounts of energy from exhaust gases.
“You remove the MGU-H, which was actually the only component you really needed,” Coricelli emphasized. In previous years, the hybrid system combining MGU-H and MGU-K operated effectively, delivering high performance and efficient energy management without the sudden slowdowns now being observed. Its removal has created a gap in the power unit architecture that the new regulations have failed to address.
Safety as the only trigger for change?
In a context where racing spectacle is compromised and events are often predictable, safety concerns may ironically become the only real driver for regulatory change. If incidents and dangerous situations continue to occur, the FIA could be forced to take more decisive action.
Many observers, including Coricelli, hope for a return to less extreme hybridization or at least to a system that does not sacrifice driving consistency and driver safety in the name of aggressive electrification.
The future of Formula 1, as it approaches the 2026 regulation cycle, remains uncertain. The decisions made in the coming months will be crucial in determining whether the sport can overcome its current contradictions and ensure both safety and competitive racing at the highest level.
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