F1 in 2026: Will drivers still make a difference after rules reset?
However, there is an ongoing debate in F1 as to whether new cars are taking the sport too far away from the purity of the driving challenge, and some speculate changes could be made to reduce energy management levels.
Currently with ‘superclip’ – jargon that frankly should be kept away from public consumption due to the potential for confusion – the energy recovery rate can be done at a maximum of 250kw.
However, the motors are capable of recovering energy at 350kw and do so when the driver lifts off the throttle. So why not let them do it openly?
Another suggestion is to reduce the output of the electric part of the engine, currently limited to 350kw (470bhp), to around 300kw (402bhp) or even 250kw (335bhp). The idea was to cut the overall power but allow it to be applied for longer periods of time, making the ride more natural.
Going further, some may want to increase the amount of fuel the engine is allowed to use and rebalance the ratio between the internal combustion engine and the electric motor, perhaps to 65:35 or 70:30.
The opposing view is that these last two will require wholesale changes to the engine design and other aspects of the vehicle, such as gear ratios. Opponents also argue that it would not have the necessary impact.
A related issue is the new ‘pass’ button. This replaces the drag reduction system (DRS) overtaking assist, which is no longer available due to both the front and rear wings opening up on the straights, which is part of a series of tweaks made as a result of the new engine formula.
‘Transitional’ mode provides drivers with electrical energy for a longer period of time. It doesn’t create more power or more speed like DRS used to do. As a result, the transition is expected to be difficult.
Herein lies another argument for reducing electrical output to 300kw; then the remaining 50kw can be used for overtaking mode.
An additional complication is that the circuits all require different levels of energy management.
In Bahrain, the above techniques were not needed much, as standard there are many braking phases in slow corners to recover energy.
However, Albert Park, which will host the Australian Grand Prix, the opening race of the season, on March 8, is a track short of energy and lifting, sliding and super clipping are expected to be heavily needed even in qualifying.
Melbourne is among the worst tracks in terms of energy, along with Saudi Arabia, Austria, Silverstone, Monza, Azerbaijan and Las Vegas, as well as tracks with long straights but not easy recovery in braking zones.
Teams are in ongoing discussions with governing body the FIA and F1 about whether action should be taken and, if so, what form it should take.
Stella says: “There can certainly be situations where the driver has to approach driving in an unusual way – (where) we drive as straight as possible, we brake as late as possible, we go as fast as possible through each corner.
“As for improving the balance between the rules in the current format and some of the other challenges, there is time to fix that.”
“For example, there is a way to change the way we use the electric motor in a way that reduces having to do these special maneuvers.
“So there are things that can be done in the future, but I think we need to observe some of the other tracks a little more (before deciding what to do).”
