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<\/p>\nFormula 1 has agreed to phase in regulation changes over two seasons to address criticism of its controversial 2026 hybrid engines.<\/p>\n
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.<\/p>\n
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.<\/p>\n
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Fox Sports, available on Kayo Sports, is the only place to watch every practice, qualifying session and race in the 2026 FIA Formula One World Championship\u2122 LIVE in 4K. New to Kayo? Join now and get your first month for just $1.<\/a><\/p>\n Max Verstappen has been a particularly vociferous critic, describing the new formula as \u201canti-racing\u201d and \u201cFormula E on steroids\u201d, while Charles Leclerc memorably likened the new style of racing to Mario Kart.<\/p>\n Verstappen has threatened to quit the sport if significant changes aren\u2019t made by next season.<\/p>\n However, getting the changes agreed last month in principle<\/a> over the line has required compromise from the governing body. Following dissent from Ferrari and Audi in particular<\/a> over development allowances and cost respectively, the changes will be phased in over two seasons rather than made at once next year.<\/p>\n 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.<\/p>\n Combustion engine power (fuel flow increase on 2026 limit)<\/p>\n 2026: 400 kilowatts (+0 per cent)<\/p>\n 2027: 420 kilowatts (+5 per cent)<\/p>\n 2028: 450 kilowatts (+13 per cent)<\/p>\n Hybrid engine power (with overtake mode)<\/p>\n 2026: 350 kilowatts (350 kilowatts)<\/p>\n 2027: 300 kilowatts (350 kilowatts)<\/p>\n 2028: 300 kilowatts (350 kilowatts)<\/p>\n Harvesting capacity<\/p>\n 2026: 350 kilowatts<\/p>\n 2027: 375 kilowatts<\/p>\n 2028: 400 kilowatts<\/p>\n Though on paper overall engine output will decrease next year, the bump in combustion power and the boost to the engine\u2019s 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.<\/p>\n This year\u2019s 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.<\/p>\n \u201cThe 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,\u201d the FIA said in a statement.<\/p>\n \u201cThe package introduces a staged rebalancing of internal combustion engine and energy recovery system contribution across the 2027 and 2028 seasons.<\/p>\n \u201cIt includes targeted adjustments to internal combustion engine output, fuel energy flow and energy recovery system deployment, together with increased flexibility in energy management.<\/p>\n \u201cSupporting measures relating to power unit supply conditions, race operations and the relevant financial regulations are also included.\u201d<\/p>\n Verstappen: “The restart was terrible!” | 00:22<\/p>\n 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.<\/p>\n 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.<\/p>\n These compromises would appear to address the reluctance of Ferrari and Audi in particular to consent to the original single-year package of changes.<\/p>\n 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 \u2014 which it was during the Monaco Grand Prix weekend<\/a> \u2014 but those concessions may have to have been effectively swept aside if more significant rule changes were made.<\/p>\n 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.<\/p>\n It\u2019s 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.<\/p>\n PIT TALK PODCAST: Are Geroge Russell\u2019s title hopes over after a disastrous Monaco Grand Prix weekend? Plus our exclusive chat with Jack Doohan on his route back to Formula 1 as Haas reserve driver | Listen to <\/a>Pit Talk<\/a> | Watch Pit Talk on YouTube ><\/a><\/p>\n The compromise, however, will not come to everyone\u2019s satisfaction.<\/p>\n Though the changes haven\u2019t been pushed through at Verstappen\u2019s behest, his strident criticism and threats to walk away have undoubtedly been a factor in ensuring the regulations have remained on the agenda.<\/p>\n The Dutchman, however, has maintained a high bar for what it would take to keep him involved in the sport.<\/p>\n