Only a few days remain before the start of the 2026 Formula 1 season, which will officially get underway on 6 March with the first free practice sessions in Australia under an entirely new set of technical regulations. Following the conclusion of pre-season testing in Bahrain, numerous issues have emerged linked to this regulatory overhaul, ranging from concerns about the Mercedes power unit to energy recovery management and even race starts.
To better understand the doubts and potential risks associated with the new 2026 rules, we spoke with Federico Albano, engineer, passionate F1 analyst and respected contributor to FormulaPassion.
The two sides of the regulatory change
When asked for his opinion on the new 2026 Formula 1 regulations, Albano admitted: “I have mixed feelings, there are some critical issues.” These contrasting feelings arise from a balance between the positive aspects of the new chassis philosophy and the concerns surrounding the power unit.
“In general, I think the new cars have some good features at chassis level. I like the cars. It is true that they have less downforce, but ground effect is being abandoned, and that was a technically very complicated regulation with cars that were extremely difficult to make work, with very complex interactions with the tyres and very narrow operating windows. We are entering a slightly simpler field to manage.”
This relative simplicity also benefits the drivers. “The driver has more margin in terms of driving because it is a lighter car. He has to contribute more himself. If you lose the car now, it does not snap away completely, you do not instantly lose all the downforce, and you can try to recover it. It is a more manageable regulation. The problem lies with the engines. This 50% electric and 50% thermal split was strongly desired. The issue is that the electric side no longer has the MGU-H, which was the major source of energy recovery in the previous power units. That creates serious problems and everything revolves around battery energy management.”
Where the critical issues originate
According to Albano, the root of these difficulties is clear: “Everything originates from the power unit, the entire car. Normally you have a power unit regulation and a chassis regulation that you try to make compatible. Here, the power unit regulation came first and the car was built around it.”
He continued: “When we look at these cars, the main issue was battery energy without the MGU-H, which does not last for a full lap. So there was a need to reduce drag to make the battery last longer. The wheels became smaller, the car lost downforce, and when that was not enough they introduced active aerodynamics. The opening wings are always there to reduce this problem, and despite that we have seen that, for now, a definitive solution has not yet been found.”
To address these challenges, the FIA is reportedly considering reducing the energy output of the battery pack. “I think this idea of lowering electric power is a minimal lifeline for many tracks, not all, but many tracks.” However, Albano is concerned about the timing. “It really strikes me that we started from this regulation with these characteristics three years ago, they have been simulating it for three years, and we have to wait until testing to realise these things.”
He also pointed out a structural peculiarity of the sport: “Formula 1 is the only sport where the teams make the rules, and then these types of problems arise.” There is also a clear historical context behind the current framework. “This regulation was born at a time when Formula 1 was struggling because all the engine manufacturers were leaving. Honda had already announced its departure, Renault with Alpine had indicated it would at most remain a customer, so only Mercedes and Ferrari were left. The push towards electrification was meant to attract new manufacturers: there was talk of Porsche, which ultimately did not enter, and then Honda confirmed its return alongside the arrival of Audi.”
The road ahead
Formula 1 may already be considering adjustments to these regulations, and for Albano there is only one truly meaningful direction: “The only genuinely useful research is on sustainable fuels. There could be a significant boost for the future automotive industry there. A full tank today costs 10,000 euros, but in three years prices could reach commercial levels. Right now, there is a complicated situation that is not easy for Formula 1 to manage.”
Returning to the battery topic, he outlined what could happen next: “Today the electric motor delivers up to 350kW. There is talk of lowering it to 300kW or even 250kW. Let us imagine our battery as a water tank: power is how quickly I empty it. If you reduce the power, the battery empties more slowly and the energy lasts longer over the lap and on many circuits, at least over a qualifying lap. You do not need to recharge at every corner and at every moment.”
Another issue also emerged from testing, highlighted by several drivers. “They realised during testing that even with the additional power boost, the ‘boost overtake’ is not enough to pass the car in front. By lowering the base power, you could reuse it in overtaking mode to create a bigger differential. The car behind would have much more push and could overtake more easily. But everything remains to be discovered.”
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