Japanese GP qualifying: FIA introduces crucial rule tweak alongside energy reduction. The FIA introduces key changes for qualifying at Suzuka.

FIA steps in ahead of Suzuka

On the eve of the Suzuka weekend, the FIA announced a reduction in recoverable energy for qualifying compared to Shanghai. However, this decision only addresses part of the issues that emerged in China. Limiting battery recharge will reduce clipping and lift-and-coast phenomena, but will not eliminate them entirely. Far more significant, instead, is the increase in the number of sections where the use of the electric motor will not be mandatory.

This modification could reward drivers who are willing to take more risks through certain corners without fearing negative consequences on energy management—an issue that several drivers had raised in Shanghai.

Energy limits: only a partial solution

For the Japanese Grand Prix, the FIA confirmed that the maximum recoverable energy per qualifying lap has been reduced to 8 MJ, compared to the 9 MJ allowed in Shanghai. However, this is not a drastic measure, considering that in Australia the limit was even lower at 7 MJ. More importantly, this change alone is not sufficient to resolve the clipping and lift-and-coast problem.

According to simulations from Brembo, the braking system at Suzuka will be used for approximately 10% of the lap. This means that just over 3 MJ of energy can be regenerated under braking. The remaining 5 MJ must be recovered on the straights through lift-and-coast techniques and clipping, which occurs when the electric motor draws power from the internal combustion engine to recharge the battery.

Clearly, without the FIA’s reduction from 9 to 8 MJ, power cuts would have been even longer and more intrusive. However, even if in the future some circuits allow the entire energy demand to be met under braking, clipping would not disappear completely. The battery has a physical capacity limited to 4 MJ, meaning that on long straights it would inevitably run out of charge, preventing it from continuing to power the electric motor.

Overall, reducing the MJ limit will soften the impact of clipping and lift-and-coast phases, but it does not address the second major issue that emerged in Shanghai. A partial solution to that problem may instead come from another decision made by the FIA specifically for Suzuka.

The issue of engine confusion

In China, several drivers—most notably Charles Leclerc—pointed out that the new regulations no longer reward boldness in Q3. Instead, they require a precise and highly consistent driving style throughout the session. Pushing harder at the decisive moment leads to higher cornering speeds and different throttle usage, which can confuse the energy management software that relies on data learned from previous laps.

The regulations state that, in full-throttle sections, the electric motor must deliver at least 200 kW of power for one second, after which its output can decrease at a rate of 50 or 100 kW per second depending on the circuit.

If a driver makes even a minor correction and lifts slightly off the throttle—by as little as 3%—the return to full throttle occurs later than on previous laps. This delays the moment when the electric motor is required to operate at 200 kW. Depending on the situation, the effects can vary significantly.

In some cases, a driving mistake can paradoxically improve lap time, as the energy saved by returning to full throttle later can then be deployed at the end of a straight. In other situations, however, even a brief lift becomes highly penalizing, as it delays the moment when electrical power can be reduced and the battery recharged, disrupting the entire energy management strategy.

The FIA’s other key decision for Suzuka

All of this has so far prevented drivers from delivering the classic all-out qualifying lap. In Q3, pushing harder through corners requires a different throttle application compared to earlier sessions, sometimes leading to greater losses on the straights than gains in the twisty sections.

To address this issue, it would be necessary for throttle reapplication not to immediately affect electric power delivery and energy consumption. The regulations already allow the FIA to define specific sections of the track where the electric motor is not required to deliver at least 200 kW for one second. In these zones, drivers can rely solely on the internal combustion engine without depleting the battery.

In Australia, this exemption applied to the third-sector section between Turns 11 and 13, while in China it covered the stretch from Turns 7 to 9 and the 11-12 chicane.

At Suzuka, there will be three such zones: the Esses (Turns 3-6), the Degner corners (Turns 8-9), and the Spoon Curve (Turns 13-14). The hope is that this decision will allow drivers to push harder through these technical sections without relying on the electric motor, reducing the need to constantly consider the energy management consequences of their driving style.

While the issue will still persist in many other corners, this approach—combined with adjustments to energy limits—could represent the right path forward to restore the proper emphasis and spectacle of Formula 1 qualifying.