On the finish of the assembly between the FIA and energy unit producers, held throughout the Bahrain Grand Prix weekend, the engine rules mentioned and permitted by the Worldwide Federation in 2022 have been confirmed. The potential of an early return to naturally aspirated engines was dismissed. In Sakhir, there was additionally dialogue in regards to the energy unit rules set to take impact subsequent yr, and once more the road of constancy to the beforehand outlined guidelines was reaffirmed.
Nonetheless, the FIA has allowed itself some room to maneuver, by “minor refinements” that might be inserted into the 2026 rules to scale back or get rid of the chance—highlighted for months within the paddock—that subsequent yr might see drivers compelled into extreme “lifting” (lifting off the accelerator early earlier than braking) as a consequence of battery recharge wants.
Tomorrow, a gathering of the F1 Fee is scheduled to debate a few of these “minor refinements,” and alarm bells are already ringing amongst some engine producers who imagine the proposals are something however minor.
On the desk is a modification to the power cut up between electrical and inside combustion (presently set at 50-50), one of many elementary parts of the brand new rules. The FIA’s predominant concern is the chance of seeing, significantly on tracks with very lengthy straights, a slowing of the automobiles as a consequence of depleted electrical power and the following must recharge.
Such a situation wouldn’t be properly acquired by followers and fanatics and would even be irritating for the drivers. After intervening with the introduction of energetic aerodynamics, the FIA additionally studied a programmed administration of electrical power use (the “flip down ramp fee” system), which prevents a automotive from utilizing most battery discharge out of corners, implementing a progressive consumption curve to favor acceleration on straights. Nonetheless, the “lifting” alarm stays energetic.
Tomorrow, an additional measure shall be proposed that entails altering the 50-50 energy cut up. The intention is to scale back electrical energy in Grand Prix races from the 350 kW offered within the present rules to 200 kW, shifting from a 50-50 cut up to 65/35. With much less electrical energy out there, the battery recharge drawback can be solved. In keeping with reviews throughout the Jeddah weekend, a fallback plan can be into consideration to scale back electrical power solely at circuits the place the lifting impact is taken into account extra crucial, corresponding to Jeddah, Monza, Baku, and Las Vegas.
Completely different positions amongst PU suppliers
The scenario appears difficult. Some imagine this could be a really important and impactful change, under no circumstances becoming the definition of “minor refinements” the FIA has claimed. Reducing 200 kW of energy throughout races shouldn’t be seen as a minor tweak, however somewhat a significant change—due to this fact, unacceptable.
Others say the situation wouldn’t be unprecedented, recalling the turbo period during which Formulation 1 ran at two totally different speeds, with way more excessive increase ranges in qualifying in comparison with the race.
Among the many energy unit suppliers, the clearest positions come from Mercedes and Pink Bull Powertrains. The latter has proven openness to the modifications, additionally invoking the curiosity of the game. “The FIA has carried out its research on the matter. I believe what they desperately need to keep away from is seeing extreme ‘elevate and coast’ throughout races,” mentioned Christian Horner. “That will not be good for our sport and very irritating for the drivers. It’s not one thing we’ve pushed for, but when the FIA proposes it within the curiosity of the game, then I believe it’s price supporting. It’s a difficulty we raised two years in the past, however we didn’t push to incorporate it on this week’s agenda.”
Mercedes takes a unique stance. “Studying the F1 Fee agenda is sort of as amusing as studying some X feedback about American politics,” mentioned Toto Wolff. “It looks as if a joke. There was a gathering amongst engine producers two weeks in the past, and now listed below are the identical issues, again on the agenda. We’ve used hybrid engines for years, electrical energy administration is already a part of right now’s programs. Are we certain 2026 will actually be that totally different? Properly, I’m unsure. In the long run, the foundations are the identical for everybody, and that’s what issues.”
Audi and Honda don’t seem prepared to just accept any modifications, whereas Ferrari’s stance appears extra reasonable. “We have to be clear on this level and keep away from arguments simply because we expect we have now a bonus,” commented Frédéric Vasseur. “That will be the worst-case situation for F1. With the introduction of the 50/50 cut up, we most likely underestimated the results on the automotive’s weight and efficiency.”
“Up to now 25 or 30 years, we’ve by no means had such a radical change to the rules,” Fred Vasseur concluded. “It’s the primary time we’re addressing chassis, engine, gas, and sporting points abruptly. It’s a problem for the groups and in addition for the FIA, which is being requested to foretell right now what the 2026 automobiles’ aerodynamic load and driveability shall be, whereas we’re nonetheless engaged on our tasks. Actually, the assembly in Bahrain went fairly properly as a result of we had an open dialogue. The issue is that once we’re in competitors, the perspective turns into much less constructive, and that doesn’t assist the system. However let’s see how the assembly goes, after which we’ll draw conclusions.”
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