The biggest controversy of the winter break, at least for now, has been settled. A solution developed by Mercedes to increase their engine’s compression ratio above the 16:1 limit whilst on track (though still complying with stationary checks at room temperature) has been heavy scrutinised.
Audi have been the central opposition to this innovation, though Honda and Ferrari have also issued complaints. For some time, these manufacturers have sought clarification on what they deem as a dubious interpretation of the rules.
However, it is understood the FIA maintains its position that this controversial engine approach is legal. Although this area could be revisited in the future, Mercedes – and to a lesser degree Red Bull – will benefit from this technology in 2026.
The FIA retain their stance on 2026 Mercedes power unit
It was in late December that engine development became the main talking point in Formula 1. At the time, it was unclear how the FIA would handle the dispute over Mercedes’ compression ratio.
As the first days of 2026 went by, the opposition from rival manufacturers became more clear. This dissatisfaction is what shaped the discussions held between the FIA and the teams earlier today.
From the outset, one thing has never been in dispute. Mercedes were transparent with the FIA from the conception of their engine compression ratio idea.
Starting and maintaining an open dialogue was essential for the Silver Arrows. Toto Wolff’s team would never risk investing so many resources into something that could be declared illegal on the eve of a new regulatory cycle.
Since the German manufacturer began developing this solution, the federation have deemed their interpretation of the regulations as valid.
Because the engine still complies with the mandated 16:1 limit during standard checks, it is technically compliant with the rules. Mercedes’ success in increasing their compression ratio when the engines are on track and at racing temperature does not directly violate the rules or result in a failure of the FIA’s scrutineering.
Of course, this technicality is something that other teams have disputed. A stricter interpretation of the regulations would always make the use of this design controversial.
Regardless, it would have taken a surprise twist for the FIA to change their stance on a solution they have known about for some time.
In any case, the other engine suppliers were hopeful to receive some clarification in today’s meeting. To some extent, they did gain a better understanding of the situation.
The headline is that Mercedes’ unique design has been deemed as legal by the FIA. By extension, Red Bull (who are also working on this idea) will also be able to utilise it later in 2026.
With the start of the season inching ever closer, alterations to the regulations were always going to be unlikely. Doing so would not only contradict the federation’s previous stance, but also create a nightmare scenario for the four Mercedes-powered and two Red Bull-powered teams ahead of round one in Australia.
No action expected, though topic could be revisited
Mercedes and Red Bull will be satisfied with the FIA’s most recent verdict. Still, something that remains in the air is whether a new method to measure compression ratio when the engine is on track (and crucially, at a high temperature) could be implemented.
This would mean that an engine’s compression ratio could be monitored in a way that currently is not possible. However, introducing this system is still only an idea – and even if it were agreed upon, it might not be applied until 2027.
For the foreseeable future, Mercedes can be considered to have overcome this wave of opposition to their new power unit.
There is always the possibility that a dissatisfied manufacturer lodges an official protest to the stewards at the season opener in Melbourne. This scenario, it must be said, seems extremely unlikely.
Even if an official protest is filed in Australia, there is no guarantee how the stewards would respond.
Overall, estimates suggest this solution could be worth around three tenths per lap. If this materialises, it would be welcome news for some customer teams, whilst being less positive for others.
Still, it is important to stress one key reality to this saga. Mercedes’ bold design is just one part of an accutely complicated puzzle for 2026. This applies for both aerodynamic and engine development.
As a result, there will undoubtedly be more controversies and disputes over components in the coming weeks and months.
Main photo: Richard Pardon (Mercedes F1 Team Media Archive)