The start of the 2026 Formula 1 season is getting closer and closer, yet many questions remain unanswered. Let’s take a closer look at what will be the key to developing an efficient power unit.
The current regulations have been in force for only a few months, and we have already witnessed several controversies surrounding regulatory grey areas. What is curious, however, is that these debates are largely focused on the internal combustion engine, which in theory should retain the same basic characteristics as the V6 units introduced in 2014.
This clearly shows how deep the ongoing revolution really is, and how it cannot be identified solely with the electrical component. The characteristics of the power unit will be fundamental to chassis development, which manufacturers design in parallel with the engine to ensure the best possible synergy between departments.
F1 2026: the internal combustion engine hides many innovations
At the level of the turbocharged V6, the basic architecture will remain unchanged. However, internally, there will be several innovations that could bring previously dormant issues back into focus. One of these, even if not directly linked to the ICE itself, could be turbo lag, a consequence of the removal of the MGU-H. This component previously generated electrical power from exhaust gases not used by the turbo, ensuring maximum power delivery at low engine speeds.
Christian Horner had previously proposed the idea of using the ICE as a generator. By keeping the V6 at high revs, part of the power could be sent to the battery. Precisely to avoid such solutions, the FIA introduced limits on the amount of fuel that can be injected at low speeds, such as during braking phases or partial throttle. This will be monitored not only by the fuel flow meter but also by an additional sensor that will work on the exhaust gases.
Much will be determined by electrical efficiency: how quickly and in what way electrical power can be generated will be the key factor, which must then be managed throughout the entire lap. Nicholas Tombazis, the FIA’s single-seater technical director, has also pointed to the internal combustion engine as a decisive initial factor. Audi and RBPT-Ford will be able to rely on deeply revised regulations, although, as Adrian Newey has stated, what will ultimately make the difference will be team culture.
On this topic, opinions differ. One such view comes from Hywel Thomas, managing director of Mercedes AMG High Performance Powertrains: “The elements of the power unit already existed, so to find additional performance you have to set extremely ambitious targets,” the engineer stated. Both performance and reliability will be decisive, with the latter proving more complex than initially expected.
Ferrari itself, as reported by several sources including Motorsport, evaluated two solutions in parallel that differed in the materials used. With the new minimum weight of the power unit increased from 120 kg to 150 kg, the use of aluminium alloy is no longer essential in the production of the cylinder head. The Maranello-based team has opted for a steel alloy solution, which is more reliable thanks to better high-temperature management and a lower expansion ratio compared to aluminium.
At the same time, Mercedes—and therefore Red Bull—are exploiting the thermal expansion of materials to increase the compression ratio, with well-known implications for reliability. This is probably not an absolute breakthrough as it was initially portrayed, but rather a calculated compromise. It is nevertheless interesting to observe the different paths taken even in ICE development.
F1 2026: the fundamental role of software
The changes to the internal combustion engine do not stop there. Alongside the developments already mentioned, variable-length intake trumpets will also be banned. These were crucial components that, through pressure waves, increased airflow into the combustion chamber, offering advantages across a wide range of engine speeds.
Turbo pressure will also be reduced, dropping to 4.8 bar. This will have direct consequences on turbocharger design, leading to more compact units. Returning to the topic of reliability, lower pressure also means lower temperatures, and as a result, components will experience reduced wear.
The reduction in turbo pressure shifts the focus firmly toward efficiency, the true key to the upcoming season. Naturally, this opens the door to different turbo concepts: a smaller turbo would reduce peak power but limit power delivery delay at low revs, while a larger turbo would guarantee higher maximum power.
Everything will ultimately be determined by software, which will change engine mappings depending on the circuit and specific needs. Some teams could gain a significant advantage in this area by exploiting innovative systems to manage internal combustion engine power alongside electric deployment. Potential issues may arise on tracks with limited braking zones, with Monza being the prime example.
On long straights, it will be impossible to deploy the full power of the hybrid V6, leading to extended lift-and-coast phases. It should be remembered that while the maximum usable energy per lap will be 8.5 MJ, the recoverable energy over the same distance will be only 4 MJ. The battery will play a fundamental role in this context, which is why it will increase in both weight and size, reaching a minimum weight of 35 kg, 15 kg more than in the past.
With 350 kW available, this effectively translates to 24 seconds of full electric power. Every joule will therefore be crucial, and simulator development will be even more important to understand different scenarios and the possible solutions to apply. Numerous factors come into play, including traffic, tyre management, and track conditions, all of which can have a significant impact on energy management during a race.
As a result, an advantage in understanding these situations could prove decisive. It is no coincidence that software will be subject to multiple updates throughout the season. Simulator work will therefore play a fundamental role, and it cannot be ruled out that some drivers may need to adapt their driving style to better suit these management requirements.
The 2026 technical landscape reveals a fascinating paradox: as Formula 1 pushes for greater electrification, the mastery of traditional internal combustion becomes more nuanced than ever. From Ferrari’s exploration of steel alloys for reliability to the high-stakes software battles over energy deployment, the “hidden” side of the Power Unit will be the ultimate differentiator. As teams move from simulations to the track, the winner won’t just be the one with the most horsepower, but the one who best manages the intricate dance between fuel, air, and software across every centimeter of the circuit.
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