Formula 1 teams and series bosses have unanimously agreed a raft of changes to the 2026 regulations at a crunch meeting on Monday.
The get together of teams, power unit manufacturers, F1 and the FIA on Monday afternoon had targeted several adjustments to address concerns about safety and the qualifying spectacle of the new generation cars.
Rather than targeting a full-scale overhaul of the ruleset, the discussions were always going to be about refinement of the electrical elements to increase flat-out driving in qualifying and reduce potential for high closing speeds between cars.
Several proposals had been put forward for discussions after a series of meetings that had taken place over recent weeks involving technical experts, as well as drivers.
Following two hours of talks covering the various ideas, there was agreement from all parties about what proposals would be introduced – and the majority will take effect immediately from the next race in Miami at the start of May.
Although the changes need approval from the FIA World Motor Sport Council, this should be a formality.
Key changes summarised
· The recharge limit in qualifying will be reduced from 8MJ to 7MJ for each lap. This reduction will ensure more of the lap is run flat out with less need for unusual energy recovery tactics.
· The super clipping recharge allowance will be increased from 250kW to 350kW in both qualifying and the races. This will avoid the temptation for drivers to lift and coast to recover energy.
· Additional safety protocols will be introduced for race starts – both to act as warnings to other drivers that rivals may be slow away. Technical changes are also being evaluated to help slower cars get away better. Tests of this are expected to take place in Miami before it’s fully introduced, whereas the other changes will happen with immediate effect.
· Boost limits will be changed during races to avoid risks of big closing speeds in unexpected areas. The maximum power available will be capped at an extra 150kW above current power levels, with limits of 250kW in areas that are not key acceleration areas.
· Power limits will be adjusted in wet weather races, to minimise risks of the cars being too difficult to drive.
FIA president Mohammed Ben Sulayem believes the modifications to the rules achieved the aim of solving early problems but also ensuring F1 remained strong.
“Safety and sporting fairness remain the FIA’s highest priorities,” he said. “These changes have been introduced to address the issues identified in the opening events and to ensure the continued integrity and quality of the competition.”
Ben Sulayem also praised the outcome of “constructive and collaborative” work conducted by all parties to get to this point, as he said it had been critical to get driver input factored in.
“While we have faced an unexpected gap in the calendar due to circumstances beyond the sport, all parties have remained fully committed to acting in the best interests of F1,” he said.
“More than ever, the drivers have been at the heart of these discussions, and I would like to thank them for their valuable input throughout this process.”
Changes in full
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 350kW, 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 +150kW (or the car’s current power level at activation if higher) limiting sudden performance differentials.
- MGU-K deployment is maintained at 350kW in key acceleration zones (from corner exit to braking point, including overtaking zones) but will be limited to 250kW 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.