Three races into the most controversial regulation reset in modern Formula 1 history, the FIA has blinked.
The governing body confirmed a package of changes to the 2026 technical and sporting regulations following a meeting today between the FIA, team principals, power unit manufacturer CEOs, and Formula 1 Management.
Most of the changes hit before the Miami Grand Prix on May 3. The revised race-start procedures will be tested there and rolled out afterwards. And the core complaint the drivers have been making all month, that the new cars spend more time managing battery charge than actually racing, got almost everything it asked for.
In qualifying, the maximum permitted energy recharge drops from 8MJ to 7MJ per lap, and peak super-clip power jumps from 250 kW to 350 kW. The combination is meant to cut the time drivers spend lifting off the throttle mid-straight to recharge the battery. The FIA is targeting a maximum super-clip duration of just two to four seconds per lap, down from what felt like most of the straight.
In races, the battery boost is now capped at +150 kW above the car’s current power level, which should kill the massive speed differentials that have been creating near-misses. MGU-K deployment stays at 350 kW in the acceleration zones where overtaking actually happens and drops to 250 kW everywhere else.
A new low-power start detection system will automatically deploy the MGU-K if a car leaves the grid too slowly, and flashing rear and lateral warning lights will alert the cars behind. Intermediate tyre blanket temperatures go up for wet weather, ERS deployment comes down in the rain, and the rear light systems have been simplified so following drivers can read them through spray.
The short version is that Max Verstappen called the new cars “Formula E on steroids,” Haas rookie Oliver Bearman was involved in a huge crash at Suzuka avoiding an Alpine that had suddenly slowed to recharge, and the Grand Prix Drivers’ Association made clear through director Carlos Sainz that they had warned the FIA this was coming.
The FIA, fortunately, listened. George Russell, the other GPDA director, described the weeks of driver consultations that followed as “probably the closest relationship we’ve had with them in numerous years.”
The teams and power unit manufacturers signed off without forcing the FIA to use its safety-grounds override. The final proposals now go to a World Motor Sport Council e-vote, and assuming it passes, almost everything on the list is law by first practice at Hard Rock Stadium.
The almost 50/50 split between combustion and electric power is still there. But the first interpretation of the rulebook, the one every team and every OEM co-signed less than a year ago, just got gutted at driver request, and it took three races.
Most drivers don’t usually win in F1. But today I think all F1 fans won a little bit.
The following are the full changes confirmed by the FIA.
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