In order to encourage the entry of new engine manufacturers into Formula 1, with Audi being the most prominent example, the FIA has decided to introduce significant changes to the combustion process. Although, from a purely visual perspective, the geometries of the internal combustion engine remain almost unchanged, what will happen inside the new power units will be profoundly different.
2014–2025 vs 2026: what are the differences?
Let us now go into greater technical detail and analyse what truly changes compared to the power units introduced back in 2014. The most relevant modification is undoubtedly the removal of the MGU-H, the electric motor that was responsible for controlling air pressure and combustion efficiency at low engine speeds. As a direct consequence, the limit of air introduced into the cylinders, in other words the turbo pressure, drops from 6 bar to 4.8 bar.
Still on the subject of turbocharging, the split turbo architecture is also being phased out. This means that the separation between the turbine and the compressor, which had characterised the hybrid power units since their introduction, will no longer be permitted under the new regulations.
With the arrival of the new rules, variable-geometry intake trumpets, which previously allowed teams to optimise air intake across different engine speeds, will also disappear. Finally, changes have been introduced to the spark plug system, which will now be allowed to deliver only a single discharge instead of the five permitted under the current regulations.
We now turn our attention to the topic of fuels which, as is now well known, will become 100% sustainable through a mix of biofuels and e-fuels, allowing Formula 1 to completely eliminate fossil-derived components. First of all, the maximum injectable fuel flow will be reduced by 30% compared to what was permitted until the Abu Dhabi Grand Prix on 7 December. At the same time, the compression ratio of the air-fuel mixture is reduced from 18 to 16.
The most significant change, however, concerns the limit on the instantaneous mass of fuel injected into the engine. Up to 2025, this was set at 100 kg/h above 10,500 rpm. From 2026 onwards, the limit will instead be defined by the chemical energy flow entering the power unit, with a maximum of 3,000 MJ/h, calculated according to the energy density of the fuel.
As a result, the FIA’s standard control procedures will also undergo changes. These will include a more advanced fuel flow meter and a new probe designed to analyse exhaust gases with greater precision.
It is also important to highlight the increase in minimum weight for several key components. Among these are the internal combustion engine itself, which will have a minimum weight of 130 kg, as well as the pistons and connecting rods, which will rise to 50 grams and 20 grams respectively. For the latter components, this increase is necessary due to the switch from the previous aluminium alloy to heavier steel-based materials.
Leaving aside the controversy that has involved Mercedes over recent weeks, attention now shifts to the track. Between the Barcelona tests and the Bahrain sessions, the first real indications will emerge as to which manufacturers have interpreted this revolutionary new era in the most effective way.
The shift to 100% sustainable fuels and the removal of the complex MGU-H represent a major technical pivot for Formula 1, aiming to simplify the power units while maintaining high performance and attracting new automotive giants to the grid.
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