Formula 1 to introduce an Equalisation of Power Units rules for 2026 season

The Belgian Grand Prix weekend at Circuit de Spa-Francorchamps in Stavelot held significance not solely for the on-track action but also due to the pivotal decisions that were both made and deferred beyond the racing realm.

Notably, on a Friday morning, the F1 Commission convened, comprising top Formula 1 management and representatives from all ten teams, for a comprehensive discussion on diverse subjects.

Among the topics addressed were concerns about the usage of tyre warmers in the upcoming 2024 Formula 1 championship and the equalization of engine performance.

While the expectation was for a conclusive decision on the first matter, which indeed transpired, the second issue saw Alpine initiating preliminary talks to gauge the willingness of other engine manufacturers to engage in negotiations with the Federation.

Looking back at the official press release published a few days ago by the FIA, we can read: “In relation to the Power Units, at the beginning of this regulatory cycle, it was agreed with the Power Unit Manufacturers that there would be the possibility of adjusting performance from 2023. In order to prevent a significant difference in performance from being stuck for an extended period. The FIA has analyzed the performance of the various power units during the first half of 2023 and has concluded that there is a significant performance gap between the competitors.” – the FIA explained.

Several teams representing engine manufacturers expressed their reluctance towards achieving a balance in power unit performance.

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Since the start of the previous F1 campaign, the internal combustion engine aspect of the power unit, known as the ICE (Internal Combustion Engine), has been subjected to a development freeze. The same applies to the hybrid part, although this freeze only took effect from September last year.

The decision to freeze these components was mainly motivated by cost concerns. This approach allows engine manufacturers to direct their investments towards the engines that will be implemented under the new regulatory cycle, set to take effect in 2026.

Power units can only be exempt from the freeze in cases related to reliability. Nonetheless, the FIA’s primary goal has always been to avoid penalizing any engine manufacturer for enduring years of non-competitiveness.

Alpine brought up this matter, highlighting a perceived 30 HP gap compared to the best-performing drive unit. However, other competing teams contest the extent of the deficit, asserting that the French engine is the least powerful but compensates for the gap with other power units.

The FIA also acknowledged a “significant gap” of over 2% in terms of power for the endothermic component (ICE), which remains unchanged due to the freeze.

Nevertheless, all involved parties are committed to finding solutions to ensure a reasonable balance among the various power units, aiming to keep the gap below 2%.

Such enthusiasm has led to further discussions being scheduled at the upcoming Committee Advisory meeting to explore additional opportunities, primarily for Alpine at present.

“The power unit manufacturers represented at the Commission have agreed to mandate the Power Unit Advisory Committee to look into this matter and make proposals to the Commission,” the FIA explained in its statement.

Evidently, the FIA has proposed a solution that involves reducing the performance of the top-performing engines to align them with the rest.

Rather than supporting measures to assist those lagging behind, the majority of drivers have expressed their reluctance to implement a genuine Balance of Performance (BoP) system to regulate power unit performance.

Additionally, the notion of granting a “free” boost to engines with power deficits via fuel flow adjustments is not well-received. Such a change would necessitate decisive amendments to the current technical regulations, given that any form of fuel flow manipulation is currently prohibited.

A more feasible suggestion involves adopting the approach outlined in the new 2026 Formula One regulations, which presents a more affordable solution.

Mercedes boss Toto Wolff explained: “We have a rule in the 2026 regulations where it says teams sit down in good faith and discuss what can be done if an engine is more than 3% behind the best.”

The upcoming power unit cycle will incorporate a novel monitoring approach. During the first five races of each season from 2026 to 2030, the FIA will carefully assess the internal combustion engine’s performance, computing an average power for each ICE.

To promote fairness, any engine builder facing a power deficit of more than 3% compared to the most potent engine will receive additional development opportunities. This may entail extended utilization of their Test Benches and access to specific areas for advancement.

This method mirrors a similar approach already employed in aerodynamics, wherein teams’ tunnel hours vary based on their mid-season and end-of-season positions in the Constructors’ Championship.

Concessions concerning poor performance will be subject to sincere discussions with all power unit manufacturers, much like the existing arrangements for reliability concessions, as reported by F1 journalist and expert Piergiuseppe Donadoni for formu1a.uno.

In essence, the primary goal of the forthcoming Advisory Committee meeting on engines is to reach a consensus on the “performance safety net” for the next season. Defining and approving the relevant details for this endeavor typically require several weeks of consideration.