Starting from the Miami Grand Prix, several aspects of the Formula 1 regulations will change, with a particular focus on allowing drivers to push closer to the limit in qualifying and reducing potentially dangerous situations during races, both at the start and during wheel-to-wheel battles. According to Nikolas Tombazis, the FIA’s Head of Single-Seaters, these interventions should be seen as an evolution of the current framework, as there was no need for a complete regulatory overhaul.
Just an evolution, because no revolution was required. This is the key message delivered by Nikolas Tombazis following the approval of the regulatory changes earlier this week. His comments reflect not only the FIA’s position on the 2026 rules, but also the broader stance within Formula 1, which, while acknowledging certain areas that require adjustment, has consistently maintained a positive view of the new technical era.
Based on what emerged during pre-season testing and the opening three Grands Prix, the objective ahead of the meetings with the teams regarding potential rule changes was very clear: intervene in qualifying. The urgency was to allow drivers to truly push again, without having to rely excessively on super-clipping and lift-and-coast techniques to manage energy usage and recharge the battery.
Undoubtedly, the shared decision to reduce the amount of recoverable energy—and therefore also the amount that can be deployed—during qualifying moves in the desired direction. It allows drivers to be less constrained by energy management strategies, even if it comes at the cost of a slight reduction in absolute performance. It is, without question, a compromise, but one that is fully aligned with the declared objective of putting the driver back at the center of the action, which has been identified as a key priority.
However, this does not mean that on certain fast circuits, where there are limited opportunities for energy recovery, drivers will completely avoid lift-and-coast or super-clipping. The difference is that these effects will be less pronounced, as there will be a lower total amount of energy to both harvest and deploy. For this reason, the FIA—as already seen in Australia and Japan earlier this season—retains the option to further reduce the limit if necessary.
“In some cases, drivers were not able to push as hard as they would have liked in qualifying, nor to drive completely flat-out, due to energy-related considerations. To address this issue, we have introduced a limit on the amount of energy that can be recovered during a qualifying lap,” Nikolas Tombazis explained in a video released by the FIA to illustrate the regulatory updates.
“This means it will no longer be necessary, or at least far less necessary, to rely on specific recharge strategies to reach the required energy level. This limit will be reduced from eight to seven megajoules starting from the next Grand Prix, and the FIA reserves the right to lower it further at specific events. The goal is to ensure that drivers can push more in qualifying.”
The other major area of change concerns race battles, an aspect where, at least initially, minimal intervention had been expected. To fully understand this update, however, it is necessary to take a broader view. From a spectacle perspective, Formula 1 needs action-packed races, and the more general audience has, in fact, appreciated the recent sequence of overtakes and counter-overtakes, even if partially influenced by energy management.
“Fans, to a large extent, are enjoying the new regulations because they have produced closer racing, and we expect that to continue. As the regulations mature, we also expect that some teams currently behind will gradually catch up, leading to more competitive races over time,” added the FIA’s Head of Single-Seaters.
The governing body has remained in constant dialogue with the drivers, and in recent weeks discussions have intensified in order to gather direct feedback on which changes could be beneficial both in qualifying and during races. The objective was also to address certain safety-related concerns that had emerged among those competing on track.
The incident involving Oliver Bearman at Suzuka acted as a trigger, prompting the FIA and the manufacturers to review the use of boost. In certain situations, it could generate an excessive speed differential between the attacking and defending drivers, increasing the risk of contact. Considering this a safety issue, the FIA moved quickly, reducing the effectiveness of the boost, which will now be capped at 150 kW.
This intervention is closely linked to another modification concerning how power is distributed over the course of a lap. In sections featuring corners or more technical sequences, the maximum power output of the MGU-K has been reduced to 250 kW in order to limit speed differences between attacking and defending cars. In the rest of the lap, particularly along the straights, the limit will remain at 350 kW.
Changes will also affect race starts. To reduce the risk of collisions at the start, the electric motor will provide assistance in cases of slow getaways below 50 km/h, inevitably consuming additional energy. The aim is to minimize risk during an already delicate phase, especially given the complexity of bringing the turbo into its optimal operating window immediately off the line.
Commenting on the regulatory updates, Nikolas Tombazis emphasized why a revolution was not necessary, and why an evolutionary approach—one that preserves the fundamental principles of the 2026 regulations—was sufficient. This perspective also takes into account the significant investments made by manufacturers, a point previously highlighted by Formula 1 CEO Stefano Domenicali in an interview with Motorsport.com in mid-April.
“The 2026 regulations represent, as we have said many times, one of the biggest changes in the history of Formula 1. It was essential to maintain the technological relevance of the sport, with increased electrification and everything that comes with it. We knew from the beginning that the regulations would present some challenges, and we had always stated that we would review them after the first races.”
“The first races have been good in many respects: they have been exciting, with plenty of close battles and overtaking. But there have certainly been areas where intervention was necessary. The approach we have taken is therefore one of evolution and refinement, not revolution. We do not believe there was any need for a revolution.”
“It is important to underline that when we talk about drivers, teams, or engine manufacturers, Formula 1 remains an extremely competitive sport. People are constantly competing on track, and the stakes are very high. It is not easy to reach consensus among all parties, and it is the FIA’s responsibility to find the best possible compromises.”
“All these changes are not just a few pages of regulations: they involve thousands of simulations, numerous meetings, extensive analysis, and many hypothetical scenarios. Our staff has worked tirelessly for weeks to put together the final package that we voted on.”
The FIA will continue to monitor the situation over the coming events, evaluating the effects of the regulatory updates and determining whether further interventions will be required, possibly even with a view toward 2027, or whether the new rules will naturally mature over time to reach a satisfactory level for all stakeholders. Discussions have also taken place regarding a potential future revision of the balance between electric and thermal components, although any such change would be a long-term project rather than an immediate adjustment.
“We will continue to monitor, review, and analyze the situation, and if further changes are needed, we will not hesitate to take action. It is important to clarify that no one ever thought the patient—our sport—was in intensive care. There were clearly aspects that needed correction, but we were not in intensive care,” Nikolas Tombazis added.
“Perhaps the patient simply needs, let’s say, a bit more exercise, to eat a couple of apples a day, to improve its condition and take a few vitamins. That is what we have done. It is an evolution, not a revolution. We firmly believe we have a good package, and it is normal to make adjustments, as is always the case.”
The 2026 regulations therefore represent a bold step toward a more sustainable and technologically advanced future for Formula 1. By fine-tuning the energy deployment strategies and addressing driver concerns early in the season, the FIA aims to ensure that the sport remains the pinnacle of racing excellence while delivering the high-speed drama that fans around the world have come to expect.
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