After spending the last couple of weeks discussing the problem, Formula 1’s stakeholders have arrived at a number of solutions to the sport’s hybrid energy problem. F1 started this year with all-new powertrains with much more powerful electric motors than ever before, but with batteries that can only send full power to those motors for a few seconds a lap. Once exhausted, the power halves until there’s more charge in the battery. In qualifying this ruins the show, as the fastest lap is no longer a flat-out one; in the race it can create dangerous speed differentials with other cars that still have charge in their battery.
The new rules, which go into effect from the Miami Grand Prix (May 1–3), reduce the maximum energy you can recharge per lap. The battery holds 4 MJ, and in the past few races, each driver has been allowed to recharge and then use up to 8 MJ per lap to power the electric motor that supplements the turbocharged V6 engine.
Recharging is done through a mixture of regenerative braking and what the sport calls “super clipping,” using the engine to power the electric motor as a generator to charge the battery. The problem is that every kW that gets super-clipped from the engine is a kW that isn’t going to the rear wheels, creating speed differentials of up to 70 km/h (43 mph). And without an electric motor at the front axle, the cars can only harvest a few MJ via regenerative braking each lap.
What’s changing?
From Miami, the new limit is 7 MJ per lap in qualifying, instead of 8 MJ, so there’s less overall need to harvest during the lap, meaning the drivers should be flat-out more often. And the cars can harvest more energy while super clipping—the full 350 kW rather than the 250 kW allowed in the first three race weekends this year. The FIA (the sport’s organizers) says that should mean just 2–4 seconds of super clipping per lap.
The greater harvesting limit also applies during the races, and there are new rules on how much power the electric motor (better known in the sport as an MGU-K, or motor-generator unit-kinetic) can send to the rear wheels.
In “key acceleration zones (from corner exit to braking point, including overtaking zones)” the MGU-K will be able to deploy its full 350 kW (469 hp) to complement the V6’s 400 kW (536 hp). Outside of those zones, the MGU-K is limited to just 250 kW (335 hp) around the lap, which means smaller speed differentials. And the boost—which drivers can engage if they’re within a second of a car in front—is capped at an extra 150 kW (201 hp) now.
Those changes should also mean F1 drivers spend a little less of their time worrying about energy management, although their hybrid powertrains remain governed by algorithms that have shown the potential to be unpredictable. Lap times will be slower than they otherwise might, but the powers that be hope these tweaks are enough to quell criticism that has been growing since preseason testing in February. They’ll also be hoping the changes don’t ruin the action we’ve seen during the last three races—lest people forget, the pre-hybrid era had loud and dynamic cars but precious little overtaking (and so, so many mechanical breakdowns).
There are also changes that will be tested at the start of the Miami race to ameliorate the problem of a car failing to get off the line (and therefore being dangerously slow) because of a problem on the formation lap. If the “low power start detection” system detects a car making too little power off the line, the system will make that car’s warning lights flash and also trigger full MGU-K deployment; in normal conditions, the MGU-K only joins the fun above 50 km/h (31 mph), so it isn’t used in the first phase of a race start.
The FIA will see whether that works before making the change permanent for the rest of the 2026 season. Additionally, there are some tweaks for racing in the rain, including hotter tire blankets for wet tires, a lower deployment limit for the MGU-K if it’s wet, and simpler visual cues from the cars’ rain lights.
