FIA considers aerodynamic restrictions to improve energy recovery
Reports from the United Kingdom suggest that the FIA could introduce aerodynamic modifications aimed at increasing battery energy recovery in future Formula 1 regulations.
The changes introduced in Miami have already helped reduce some of the early issues seen with the new generation of cars. However, drivers and team principals continue to stress that meaningful improvement will only come through deeper structural changes. Proposals to revisit the current 50:50 split between internal combustion and electric power are unlikely to be implemented before 2028, which is why attention is now turning to aerodynamic intervention.
Possible aerodynamic restrictions under discussion
The British outlet The Race reports a new proposal being considered for 2027. The FIA is reportedly studying changes to the front wing, floor, and the aerodynamic elements located just behind the front wheels, with the aim of reducing overall downforce and performance.
The idea is to lower available grip so that cars are forced to carry less speed through corners. As a result, braking distances would increase, which in turn would enhance battery recharge during braking phases, when the MGU-K recovers energy at a power level of 350 kW. The ultimate goal is to reduce the need for energy management outside of braking zones.
This would also be a preventive measure by the governing body, driven by the understanding that continued development will likely lead teams to generate even more aerodynamic downforce by 2027, after already exceeding expectations in 2026.
“One of the reasons [for the issues] is that from the very beginning the cars have been faster than expected,” said Nikolas Tombazis, FIA single-seater director, as reported by The Race.
“The teams have found a bit more downforce than we anticipated and therefore the energy recovered under braking is slightly lower than what it should normally be. So we have a slightly more complicated situation than we would have liked.”
The tyre factor
Any proposed changes would still require approval from the teams, unless the FIA decides to impose them on safety grounds. Reducing aerodynamic load would also decrease stress on the tyres, helping to minimise the risk of failures.
At present, however, Pirelli does not see any anomalies compared to the expected load levels for the end of the season. Speaking to the Italian media, Simone Berra, Pirelli Chief Engineer, commented on the development of the current generation of cars following the Miami upgrades:
“As we have always said since the beginning of the season, the evolution this year will be significant. We need to keep an eye on how these cars will evolve in terms of performance and actual loads.”
“We have not seen anything particularly unusual compared to the simulations we received before the Miami event. Clearly, some teams have produced slightly higher loads than in simulations, but nothing that is affecting the tyres or the prescriptions in terms of pressures.”
“We will see in the next races, also on more representative circuits from this point of view. Miami is one of the tracks where the energy [on the tyres] is not particularly high. The same will be true for Montreal and Monaco, while Barcelona will perhaps be the most interesting circuit to understand where teams stand in terms of development compared to the start of the year,” Berra concluded.
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