Refinements to the 2026 regulations

The sport’s governing body, the teams and manufacturers have all agreed on adjustments to the 2026 Formula 1 regulations. The changes mainly concern energy management, with the aim of making qualifying more on the limit and increasing safety.

After two discussions with technical chiefs, the most recent meeting was significant in terms of progress especially on the agenda on how the technical regulations could be improved based on the opening three rounds, and ahead of the Miami Grand Prix.

Both the FIA and Formula 1 had made it clear beforehand that major changes were highly unlikely, also because both the governing body and the commercial rights-holder do not consider the racing itself to be issue – despite some complaints about “yo-yo” racing.

The two topics that are highlighted in a statement shared by the FIA after the meeting: qualifying needs to be more on the limit again, and safety must be improved, especially after the closing speeds played a major role in Oliver Bearman’s crash in Japan, Suzuka.

The proposals agreed are as follows and will be implemented from Miami apart from the race start changes that will be tested in Miami and adopted following feedback and analysis.

Qualifying – promoting performance

Adjustments to energy management parameters, including a reduction in maximum permitted recharge from 8MJ to 7MJ, aimed at reducing excessive harvesting and encouraging more consistent flat-out driving. This change targets a maximum superclip duration reduced to approximately 2-4 seconds per lap.

Peak superclip power increased to 350 kW, previously being 250kW, further reducing the time spent recharging, and reducing driver workload on energy management. This will also be applied in Race conditions.

The number of events where alternative lower energy limits may apply has been increased from 8 to 12 races, allowing greater adaptation to circuit characteristics.

Race – improved safety and consistency of performance

The maximum power available through the Boost in race conditions is now capped at +150 kW (or the car’s current power level at activation if higher) limiting sudden performance differentials.

MGU-K deployment is maintained at 350 kW in key acceleration zones (from corner exit to braking point, including overtaking zones) but will be limited to 250 kW in other parts of the lap.

These measures are designed to reduce excessive closing speeds while maintaining overtaking opportunities and overall performance characteristics.

Race starts – enhanced safety mechanisms

A new “low power start detection” system has been developed, capable of identifying cars with abnormally low acceleration shortly after clutch release.

In such cases, an automatic MGU-K deployment will be triggered to ensure a minimum level of acceleration and mitigate start-related risks without introducing any sporting advantage.

An associated visual warning system is being introduced, activating flashing lights (rear and lateral) on affected cars to alert following drivers.

A reset of the energy counter at the start of the formation lap has also been implemented to correct a previously identified system inconsistency.

Wet conditions – improving safety and visibility

Tyre blanket temperatures for intermediate tyres have been increased following driver feedback in order to improve initial grip and tyre performance in wet conditions.

Maximum ERS deployment will be reduced, limiting torque and improving car control in low-grip conditions.

The rear light systems have been simplified, with clearer and more consistent visual cues to improve visibility and reaction time for following drivers in poor conditions.

This is a step in the right direction and hopefully these tweaks will improve the spectacle in particular in qualifying, where the sense of speed or drivers pushing the limit is back as in not the case in the first three sessions of the year – in which it was lift and coast…

In addition to the energy management, safety is still an important factor in this new regulations.