Formula 1 has agreed to phase in regulation changes over two seasons to address criticism of its controversial 2026 hybrid engines.
The contentious 2026 engine, with a nominal 50-50 split between petrol and electric power, has changed the way a Formula 1 car has to be driven, with drivers focused on keeping the battery charged for maximum power down the straights at the expense of performance through fast corners and in the braking zones.
The difference has been particularly noticeable in qualifying, when drivers are no longer reaching for the limit of grip through the turns but rather driving to a predetermined speed to avoid wasting the battery.
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Max Verstappen has been a particularly vociferous critic, describing the new formula as “anti-racing” and “Formula E on steroids”, while Charles Leclerc memorably likened the new style of racing to Mario Kart.
Verstappen has threatened to quit the sport if significant changes aren’t made by next season.
However, getting the changes agreed last month in principle over the line has required compromise from the governing body. Following dissent from Ferrari and Audi in particular over development allowances and cost respectively, the changes will be phased in over two seasons rather than made at once next year.
The 2027 regulation changes will get the sport only around halfway to moving the power split from its current 53-47 ratio, which has been sold as 50-50 this year. The balance will shift to 58-42 next season before reaching the goal of 60-40 in 2028.
Combustion engine power (fuel flow increase on 2026 limit)
2026: 400 kilowatts (+0 per cent)
2027: 420 kilowatts (+5 per cent)
2028: 450 kilowatts (+13 per cent)
Hybrid engine power (with overtake mode)
2026: 350 kilowatts (350 kilowatts)
2027: 300 kilowatts (350 kilowatts)
2028: 300 kilowatts (350 kilowatts)
Harvesting capacity
2026: 350 kilowatts
2027: 375 kilowatts
2028: 400 kilowatts
Though on paper overall engine output will decrease next year, the bump in combustion power and the boost to the engine’s ability to harvest energy to change the battery will mean maximum power will be available more often, as the battery is likely to run flat less frequently.
This year’s 750-kilowatt power output will be restored in 2028, when the harvesting limit will be bumped up again, ensuring that the cars spend less time charging and more time deploying.
“The proposed changes are intended to address issues related to energy management and fuel energy flow characteristics and make qualifying more flat out while not impacting the positive and exciting racing generated by the new regulations,” the FIA said in a statement.
“The package introduces a staged rebalancing of internal combustion engine and energy recovery system contribution across the 2027 and 2028 seasons.
“It includes targeted adjustments to internal combustion engine output, fuel energy flow and energy recovery system deployment, together with increased flexibility in energy management.
“Supporting measures relating to power unit supply conditions, race operations and the relevant financial regulations are also included.”
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The more gradual change will likely mean the 60-40 rebalancing can be achieved without manufacturers investing in significant hardware changes. That in turn means the changes can be achieved without significantly altering the rules around the engine development ban.
Development on the 2026 power unit is strictly controlled, with only some components able to be upgraded some years, and all work is undertaken under an engine manufacturer cost cap.
These compromises would appear to address the reluctance of Ferrari and Audi in particular to consent to the original single-year package of changes.
Ferrari was concerned about engine development being opened up for 2027 if fuel flow increased by 13 per cent in a single year. It has pinned its competitive hopes on being granted development concessions this year — which it was during the Monaco Grand Prix weekend — but those concessions may have to have been effectively swept aside if more significant rule changes were made.
Audi, meanwhile, was concerned on cost grounds, wanting to spend money on improving the performance of its current engine rather than redirecting resources to retooling its motor.
It’s unclear whether the required 4-2 majority among engine builders could have been achieved without the two-year time frame, but the FIA is said to have preferred unanimity given how late in the day the changes are being made.
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The compromise, however, will not come to everyone’s satisfaction.
Though the changes haven’t been pushed through at Verstappen’s behest, his strident criticism and threats to walk away have undoubtedly been a factor in ensuring the regulations have remained on the agenda.
The Dutchman, however, has maintained a high bar for what it would take to keep him involved in the sport.
Speaking in Canada, when the in-principle agreement for 2027 changes in May was beginning to fall apart, he said having the full slate of changes made in 2027 was “the minimum” required for him to continue.
“It is not quite top-notch yet, but it is a step in the right direction. And certainly an improvement compared to the current situation,” he told De Telegraaf in an earlier interview.
Verstappen will get his chance to respond to the changes overnight tonight ahead of this weekend’s Spanish Grand Prix.
Whether the phased approach to the regulation changes will be enough to placate him — and to satisfy other critical drivers — will be a key talking point in the build-up to the race.