Formula 1 could be set to abandon the 50:50 power split between internal combustion and electrical energy. Stakeholders are scheduled to revisit the topic after the Miami Grand Prix, where they will evaluate the effectiveness of the corrective measures already introduced to the regulations. Nikolas Tombazis has confirmed the existence of various proposals, including reducing electrical power output and increasing fuel flow to enhance the performance of the thermal engine—though the latter idea is not particularly simple to implement for the current season. In the longer term, discussions are revolving around a possible increase in battery capacity, with 2028 potentially being the target year for such a change.
Planned modifications in the works
During a recent McLaren press conference, Andrea Stella expressed a positive outlook on the regulatory changes agreed upon for Miami. However, the Italian Team Principal is calling for more structural interventions for the future of power units: “Considerations should be made for hardware changes, more for the long term, so that the power unit can operate under conditions that require fewer compromises from a chassis or driving perspective. We believe this is possible and think that all parties involved should approach this conversation with a willingness to contribute.”
“To achieve more substantial improvements—for example, to reduce energy shortages or to address the fact that, in high-speed corners, the car sometimes doesn’t slow down enough between the braking point and the apex—hardware intervention might be necessary,” Andrea Stella continued. “Once you work on that, such as battery capacity or the engine’s ability to accept a higher fuel flow, you would need more time than just the interval between one race and the next, and even more than the gap between one season and the subsequent one. Discussions are underway on how the hardware can be radically improved, so that the regulations have more margin to hit the various targets necessary for the show and entertainment, while also ensuring drivers can drive in a more traditional way and push the car to the limit.”
Timeline for changes
Andrea Stella’s remarks reveal that one of the proposals on the table is an increase in battery capacity, which is currently capped at 4 MJ. However, even with the ability to store more energy, the challenge of recharging that battery while running—outside of standard braking zones—remains a hurdle, particularly during qualifying sessions. This is why there is talk of increasing fuel flow to grant the internal combustion engine more power, thereby abandoning the rigid 50:50 ratio with the electrical component.
Conversely, implementing such a change is not a quick fix. Increasing fuel flow, for instance, would require a corresponding increase in turbo pressure to provide the extra air needed to burn the additional fuel. Furthermore, engines would be subjected to higher stress levels, requiring mechanical reinforcement. This shift would impact the entire car’s development, as it would need to be designed around higher power outputs—not to mention that a larger battery would be both heavier and bulkier. As Stella hinted, getting everything ready for next season could be complicated, making 2028 a more realistic goal. Nevertheless, this does not rule out certain changes materializing much sooner.
Options for 2026
The FIA and the teams will evaluate whether the thermal-to-electric power ratio can be modified in other ways as early as this year. One possibility is further limiting the performance of the electric motor, following the recent decision to de-power it to 250 kW during race sections where the wings are closed. Nikolas Tombazis, the FIA’s Single-Seater Technical Director, addressed the topic with the Italian press: “We have told the teams and manufacturers that after Miami we will hold another review to evaluate the positives and—though I hope not—the negatives. We remain open to further action. At the moment, we don’t have a specific ‘to-do’ list, but there are ideas, some a bit deeper than those already put into practice.”
“You have certainly heard proposals regarding fuel flow or the reduction of electrical power. These ideas are on the table; they are not secrets, but they were absolutely not feasible in time for Miami. Once we see how the situation evolves, we will be able to discuss if these options are needed.” Tombazis’ words do not exclude intervention as early as 2026, though it remains unclear if this applies only to electrical power reduction or also to fuel flow increases. The FIA official also corroborated Andrea Stella’s concerns: any future hardware changes to the power units would require unanimous approval from all manufacturers. “If such a thing were to happen, it would only be with the manufacturers’ consent; it wouldn’t be a unilateral move. The FIA could not impose it alone,” Tombazis concluded.
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