The FIA has recently introduced a series of regulatory changes aimed at reducing the effects of super-clipping and improving the overall spectacle during qualifying sessions. These updates, set to come into force from the Miami Grand Prix scheduled for May 1–3, are designed to deliver a more engaging show for fans while also enhancing driver safety.
The governing body’s objective is clear: reduce the risk of large speed differentials on track, similar to what was seen in Japan involving Oliver Bearman and Franco Colapinto, where significant acceleration gaps created potentially dangerous situations.
Mercedes gains a valuable safety net
From the Miami Grand Prix onward, the FIA will introduce a new system capable of identifying cars with acceleration levels below a predefined threshold. Once detected, the system will allow the MGU-K to assist the driver by ensuring a minimum level of acceleration, preventing the car from becoming a hazard to those following behind.
In the early races of the season, Ferrari impressed with explosive race starts, while Mercedes drivers, particularly Andrea Kimi Antonelli, struggled with slower getaways. It remains unclear whether these issues were primarily due to reaction times or acceleration deficits.
If the problem was related to clutch bite point optimization rather than driver reaction, then the new system could provide significant reassurance from Miami onward. While it will not prevent a poor start altogether, it will help limit the damage.
For example, if the Italian driver dropped from first to sixth position at the start in Suzuka, with the new system he might have fallen only to third or fourth. This is, of course, a qualitative example, as there is no precise data confirming the exact cause of his poor start or the exact outcome with the new system in place.
Nevertheless, it is fair to say that this mechanism acts as a valuable safety net—one that Mercedes and its customer teams will be able to rely on whenever something goes wrong.
Super-clipping will not disappear, but will be reduced
The FIA has introduced three main measures aimed at limiting the impact of super-clipping.
The first is a reduction in the total energy available to the driver per lap, now capped at 7 MJ.
The second involves increasing the recharge power of the system to 350 kW, up from the previous 250 kW. This allows batteries to recharge more quickly, although it may also result in greater speed differentials between cars.
The third and equally important change is the limitation of Boost mode power to 150 kW. Combined with the 7 MJ energy allocation, this should allow drivers to use Boost for approximately 45 seconds per lap.
Boost mode could create new imbalances during races
However, one particular detail regarding the new Boost mode raises questions. The FIA states:
“The maximum power available through Boost in race conditions is now limited to +150 kW (or the current power level of the car at the moment of activation, if higher). This should reduce sudden performance differences.”
What does this mean in practice? And under what circumstances could a car already be operating at a higher power level when activating Boost?
One possible scenario is linked to the use of Overtake Mode. If a driver transitions from Overtake Mode to Boost while maintaining an electrical output above the 150 kW limit, they could temporarily benefit from a higher power level, gaining additional top speed until Boost is deactivated.
The trade-off, however, is clear: increased energy consumption would deplete the battery more quickly, leaving fewer opportunities to deploy Boost later in the lap.
At this stage, this remains a theoretical interpretation. The Miami Grand Prix will provide the first real opportunity to observe how these changes play out on track and whether they truly achieve the intended balance between performance, safety, and spectacle.
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