F1 2026 regulation changes approved: unanimous vote, changes in qualifying and race

Today marks a watershed moment for the current course of Formula 1. After a start to the season marked by profound technical uncertainty and controversy over the artificial nature of the competition, the sport's top officials have reached a unanimous agreement. During an online meeting attended by the FIA, team principals, engine manufacturers, and the FOM, a package of regulatory changes was approved, which will come into effect starting with the next Miami Grand Prix.

These changes aren't just the result of a unilateral decision, but the result of weeks of analysis of telemetry data collected during the first three rounds of the season and of close dialogue with the GPDA. The need for action arose from the evidence that the current regulations, while ambitious in their hybrid component, presented dangerous shortcomings in terms of safety and the quality of the show, often reducing overtaking to mere position swaps dictated by battery charging cycles.

Qualifying: A new management for the "one lap"

The first pillar of the reform concerns qualifying sessions. Until now, the pursuit of pure performance was hampered by energy management that forced drivers to recharge even during flying laps. The FIA ​​has decided to reduce the maximum allowed recharging from 8 MJ to 7 MJ. This measure aims to discourage extreme energy consumption, favoring a more linear power delivery that allows drivers to drive at full throttle for a greater portion of the track.

Furthermore, the electrical system's peak power, or super clipping, has been increased to 350 kW, up from the previous 250 kW. This move will reduce the required charging time, limiting the maximum duration of the extra boost to approximately 2-4 seconds per lap. The goal is to relieve the driver of overly complex software management, hopefully refocusing attention on driving precision and braking. To better adapt to the different types of track, the Federation has also increased the number of events where specific energy limits can be applied from 8 to 12.

Track safety: no more dangerous speed differentials

Safety has been the real driver behind the change, especially after the risks encountered in Japan. During the race, the maximum power available through Boost will now be limited to an increase of 150 kW over the car's base power when activated. This is to prevent sudden bursts of performance from creating unmanageable speed differentials between attackers and defenders.

The MGU-K delivery has also been mapped more tightly: The maximum power of 350 kW will be available exclusively in key acceleration zones, such as exiting slow corners or overtaking straights. In the remaining parts of the lap, the power will be limited to 250 kWThis distinction is essential to avoid speed “walls” on fast stretches where a charging vehicle would become an unpredictable obstacle.

George Russell clearly expressed the drivers' position on these dynamics in recent days: "Regardless of the incident in Japan, a discussion was always planned with all the drivers, F1, and the FIA ​​about how to make small improvements to these regulations. Naturally, there are areas we would like to improve, such as full-throttle qualifying and the elimination of the 'lift-and-release' technique, and we've had very positive discussions with the FIA, and everyone agrees on what we're trying to achieve. I think the two main points are full-throttle qualifying, so without the 'lift-and-release' technique, and reducing approach speeds."

The approach speed at the time of the crash between Bearman and Colapinto was determined by two factors. On the one hand, Bearman activated boost, generating 350 kilowatts, and therefore found himself with an abundance of power at an abnormal point on the circuit. On the other hand, Colapinto used boost on the main straight, half a lap earlier, so his battery was almost flat and consequently his power decreased. The FIA ​​is certainly aware of this and, from a driver's perspective, is trying to reduce the approach speed at abnormal points, especially in non-SM modes. If a straight isn't in SM mode, it means it's in a corner, and obviously Bearman's accident occurred at a non-SM point on the circuit, so we are all in agreement on these points.

Starting procedures and wet conditions

Another significant innovation, which will be tested in Miami, concerns safety during the start of the race. A "low power start" detection system has been introduced, capable of instantly identifying cars that don't achieve minimum acceleration after releasing the clutch. In these cases, the MGU-K will automatically intervene to provide the necessary thrust and prevent the car from stalling on the grid, simultaneously activating flashing lights to warn oncoming drivers.

Regarding adverse weather conditions, the FIA ​​has responded to drivers' requests by increasing the temperature of the tyre warmers for the intermediate tyres, thus improving initial grip. It has also reduced the maximum activation of the ERS in the wet, limiting engine torque to prevent loss of control on slippery asphalt, and simplified the rear lights to improve visibility.

The Miami Grand Prix will therefore be the true test to understand whether Formula 1 has found the right recipe to balance technological innovation and sporting courage.