F1 bosses discuss new ‘catch-up’ performance rules

Formula 1 executives have come to a principled agreement that would allow engine manufacturers who are struggling with performance under the new rules for the upcoming year to recover.

However, there was no consensus at the F1 Commission’s Thursday meeting regarding a proposal to reduce the amount of electrical energy permitted during competitions.

That had been put forth to stop cars from running out of electrical deployment at particular circuits.

At upcoming F1 power-unit manufacturers’ meetings, both ideas will be discussed.

The F1 Commission made it clear that the regulations should be changed so that any manufacturer whose engine is insufficiently efficient can close the gap with its rivals. They are scheduled to take effect from 2026-30.

The new regulations for the following year maintain the 1. 6-liter turbo hybrid engines, simplifying their architecture, reducing the electrical component’s power supply by about 50% from the current 20%, and using sustainable fuels.

There are concerns that the higher demands placed on the hybrid system could cause significant performance differences between the various manufacturers. In the sport, Red Bull Powertrains and Audi join current suppliers Mercedes, Ferrari, and Honda.

At a meeting earlier this month at the Bahrain Grand Prix, Mercedes, Honda, and Audi made it clear that they thought the sport should adhere to the rules and maintain the engine’s electrical component as a potential performance difference.

The more hybrid component of the rules was crucial for attracting Ford and Red Bull, and for persuading Honda to stay in Formula 1. Additionally, it has persuaded General Motors to enter Formula One.

Next year, GM will use Ferrari engines to launch a Cadillac-branded new team, and it has committed to have its own power-unit ready by 2029.

The discussion on changing the engine formula before 2030 will continue, despite the discussions going on this one. The Bahrain meeting also kicked off discussions.

No agreement was reached on Thursday regarding the specifics of the potential replacement mechanisms for manufacturers.

However, there are some potential scenarios where this could occur, such as allowing for more dynamometer testing or a cap on the engine’s budget.

The rear axle’s recovery power from the rear axle will be difficult for cars to use the maximum amount of electrical power per lap, which is a key issue with the 2026 regulations.

Moveable aerodynamics have already been introduced to lessen drag on straights, making cars braking for longer and faster top speeds.

Some drivers are concerned that some circuits’ drivers will have to “lift-and-coast” from quite early on the straights to maximize deployment and overall performance.

The effectiveness of the new push-to-pass electrical boost system, which will replace the current DRS overtaking aid, would be affected by some circuits where cars might be short on energy and others where cars might have too much.

Some claim that lowering the maximum electrical power deployment in races from 350kw (470bhp) to 200kw (roughly 270bhp) is the best way to address this potential issue. During qualifying and the push-to-pass system, it would remain at 350kw.

This would “smooth out” the deployment and keep it uniform around the lap, according to the theory.

Red Bull is one of the teams that most firmly supports this concept.

Mercedes are adamant, though, as Toto Wolff, their F1 team’s manager, has called the change’s intentions “jokes.”

Mercedes contend that this won’t be a problem for the next year until the vehicles have been tested and the aerodynamic performance is verified accurately.

According to them, manufacturers will be able to resolve issues right away in the coming year.

The FIA, the governing body, stated in a statement that the FIA and the F1 Commission discussed financial issues that could arise for power-unit manufacturers if they had low performance or significant reliability issues in 2026.

Bosses debated ways to reduce the possibility of grass fires, such as those that caused a number of red flags during last month’s practice at the Japanese Grand Prix.

Sparks from the titanium skid blocks beneath the cars ignited the dry grass beside the track caused these.

At tracks where dry trackside grass may be a problem, it has been suggested that titanium be replaced with steel.