Formula One is hurtling towards its new future as the June deadline looms to agree the new rules governing the future design of the cars. The road to this point has been long and arduous with F1’s governing body first canvassing opinion from new power unit manufacturers back in 2017.
The original 2021 deadline to replace the current breed of F1 power unit came and went but even five years late it seems the new rules may have been ill conceived. Auto manufacturers around the world expected hybrid power to be the the future for the industry ten years ago, but in the intervening years, the global push for net zero has seen the electric road cars quickly overtake the demand for petrol powered cars supplemented by a battery.
“Strange” goings on
Now in terms of weight, hybrids are the worst of all worlds with their heavy electrical components added to that of the regular internal combustion engine. Yet they are attractive to those first dipping their toes into battery power, providing the comforting backup of a regular engine should the battery run out.
The weight of the cars is a big issue for Formula One which since the introduction of hybrid technology has seen the cars bulk increase by around 50%. Of course F1 claims its ambition is to reduce the weight of the new cars in 2026, but best estimates currently suggests a mere 25-30kg will be all that can be achieved.
With the 2026 power units set to deliver 50% of the total power output from its hybrid components, concerns are emerging over whether there will be “strange” goings on with the combustion engine at times if it is merely acting as a generator for the battery.
Adrian Newey tells Autosport he is concerned fans are set for some bizarre scenarios playing out, such as combustion engines on full power while travelling through Monaco’s hairpin.
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Engines full power through Monaco hairpin
“It’s certainly going to be a strange formula in as much as the engines will be working flat-chat as generators just about the whole time,” said Newey. “So, the prospect of the engine working hard in the middle of Loews hairpin is going to take some getting used to.”
Newey also notes the strange fashion in which the 2026 regulations have been formed. The power unit specifications were agreed and set in stone last summer, but the chassis rules are only due this June. With recent simulations suggesting the new F1 cars are “undrivable” the FIA has all but confirmed the new chassis are going to require more moveable aero parts than just the DRS.
This will deliver maximum downforce through the corners, but switch to a very low drag profile when on the straight. The simulations now reveal the shift in aero balance will be at least three times more powerful than it is currently when using the DRS.
Newey finds it strange the power unit and chassis specifications were not developed in tandem but recognises the push for more manufacturers like Audi was the FIA’s primary concern.
Marketing dictated hybrid route
“I think that’s fair comment, and probably one that even the FIA would acknowledge – that only the engine manufacturers wanted this kind of 50/50 combustion engine with electric,” commented Newey.
“I guess it is what their marketing people said that we should be doing and I understand that: it’s potentially interesting because F1 can be a fast-track developer of technology.”
The Red Bull architect observes the irony that in the cost cap era the cost of batteries, inverters and other components on the electrical side of the new power units is significant. Further that the golden cow of F1 developing “road revilement” technology in this case is also questionable.
“The other problem is the battery. What we need, or what the F1 regulations need out of the batteries in terms of power density and energy density, is quite different to what a normal road car needs.
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Not really road car relevant
“And that in itself means that the battery chemistry, and possibly battery construction is different. So, there’s a risk that it won’t be directly road-relevant.”
Newey makes the point that the auto manufacturers don’t actually care about road relevant Formula One developments, but are in fact focused more on “the perception of relevance in the showroom.”
On the issue of active aerodynamics, Newey believes its going to be tough to find an optimal solution in time for 2026. The rules must be agreed in ten weeks time and only this month have the FIA opened the door to moveable aero on the front and rear of the car.
But Newey believes this will be difficult to achieve given this is a whole new area for F1 to explore and with time short not all the potential scenarios can be worked through to a proper conclusion.
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New rules ‘lacked throught’
“I think it is going to be difficult,” admitted Newey.
“It is fair to say that the engine regulations were created and pushed through without very much thought to the chassis side of it, and that is now creating quite large problems in terms of trying to come up with a solution to work with it.
“But I think the one good thing out of that, is that it does promote efficiency. And I think anything that does that, and promotes that, has to be in line with what I said earlier: of trying to use F1 to popularise a trend.”
However, if anyone can get to grips with a swathe of new technical regulations, its Adrian Newey who has blown the rest of the competition away since the introduction of the ground effect cars in 2022.
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With over 30 years of experience in Formula 1 as an insider journalist, I have built trusted connections across the paddock, from race engineers and mechanics to senior team figures. At The Judge 13, I and a handful of trusted colleagues share exclusive Formula 1 news, expert analysis and behind-the-scenes stories you will not find in mainstream motorsport media.
Leave managers to create something and chaos is what you get. Managers are for telling people what to do, refusing to accept blame and knowing nothing. No one talked to engineers or designers.