Options for changing the power unit regulations

During the break between the Japan and Miami rounds, the FIA will hold a series of meetings with teams, power unit manufacturers, drivers, and FOM representatives to discuss changes to the 2026 regulations.

Technical analyst Paolo Filisetti commented on potential adjustments to power units in response to earlier season criticism.

Paolo Filisetti: “In the weeks leading up to the Miami Grand Prix, the Formula 1 Commission, together with power unit manufacturers and the FIA, scheduled meetings to review issues that emerged in the first three races, particularly difficulties with charging the electrical components of power units. The main goal is to assess how energy management challenges have affected on-track competition. Many drivers and observers believe that the so-called ‘super-clipping’ mode had the greatest impact on qualifying.

This is a system controlled by power unit software algorithms – in this mode, output power is effectively reduced to store energy. However, this process also has a significant impact on race dynamics. For example, the incident between Oliver Berman and Franco Colapinto demonstrated that differences in power unit modes can create dangerous situations at high speed.

There are several ways to make on-track performance feel more natural and safer. For instance, one car could operate in battery-charging mode while another uses stored energy.

In the short term, the amount of energy allowed per lap can be reduced. For example, lowering the maximum recovery to 5 MJ (megajoules) could achieve two goals: first, maintaining top speed on straights with minimal impact without super-clipping, and second, slightly increasing the internal combustion engine’s power – either with higher-energy fuel or by adjusting ignition timing in the combustion chamber.

Additionally, a small increase in turbo pressure could help raise maximum power at high revs. However, these measures cannot be implemented simultaneously or within a short timeframe.

Therefore, in the near future, one approach must be chosen – either the most effective or the least radical. For example, reviewing fuel energy output combined with a reduction in recovery volume could be a reasonable compromise during the season. Adjusting ignition phases and increasing turbo pressure is a more complex and risky step.

In the medium term, it may be possible to change the power distribution between the electrical component and the internal combustion engine, for example, 60:40 in favour of the engine instead of the current 50:50. In this case, the battery’s role would still be significant, aligning with the sustainability principles of the current regulations.

At the same time, this solution would help preserve the technical and driver skill aspects of on-track competition. Currently, the impact is less noticeable compared to the 2025 season.”