Formula 1 will not introduce compulsory two-stop races for the time being. A proposal to make two pit stops compulsory at every Grand Prix was discussed at the FIA Formula 1 Commission meeting in London on Friday, but the discussions ended without an agreement being reached. Although the idea had gained traction among some stakeholders in recent weeks, there was insufficient consensus to proceed.
In a statement released after the meeting, the FIA confirmed that the topic remains under review.
“A proposal to examine mandatory two pit stops for Grands Prix was discussed, as were adjustments to tyre specifications, tyre life and the use of all three compounds in the race.”
The discussion was based on feedback from analyses and simulations provided by the teams and Pirelli.
“No changes were decided upon. However, it was agreed that the discussions would continue during the 2026 season.””
As no decision was made, the existing regulations will remain in place, allowing teams to strategise their race approach based on tyre performance, track conditions and competitive priorities.
Why Two Mandatory Pit Stops Were Proposed
The idea of introducing two mandatory pit stops emerged as a potential solution to increase strategic diversity and improve the spectacle of the race. Recently, several Grands Prix have seen limited variation in tyre strategies, with many teams adopting similar race plans. This has resulted in predictability, which Formula 1 has been keen to reduce.
Pirelli attempted to encourage different approaches by introducing a ‘step’ between the harder compounds at the United States and Mexico Grands Prix. This adjustment created a greater performance difference between the tyre options, theoretically encouraging teams to consider more varied strategies. However, the expected effect did not fully materialise, and teams adapted in ways that maintained their usual approach to tyre management.
Consequently, the two-stop proposal gained traction. Supporters of this proposal argue that mandatory pit stops could introduce additional layers of complexity, making unpredictable outcomes more likely. More pit stops could force teams to manage tyre life differently, take strategic risks and create more on-track action as drivers regain positions after their pit stops.
Concerns about strategy uniformity
Despite these potential benefits, there is still strong resistance to the proposal. A key concern among team principals is that competitive pressures would push all teams towards identical pit-stop timing, even with a two-stop mandate.
Williams team principal James Vowles highlighted this issue during the São Paulo Grand Prix weekend.
“My biggest concern is that we’ll all end up running the same strategy within a single lap. You’re forced into it by duty,” he explained.
Having previously served as head of strategy at Mercedes, Vowles emphasised the risk that a mandated two-stop rule could reduce, rather than increase, strategic variety.
McLaren team principal Andrea Stella shared similar concerns. He pointed out that the current format still allows for meaningful variation between one- and two-stop approaches.
“We’ve seen many races where one driver is on a one-stop strategy and another on a two-stop strategy. The one-stop driver is then chased by the other. That would disappear,” he said. “We have to think about this very carefully, and we are.”
Their comments reflect a broader caution within the paddock: even well-intentioned changes could inadvertently hinder the natural strategic dynamics already in place.
Former driver tells Leclerc some shocking advice against Ferrari’s chairman
Pirelli’s position and the limits of current approaches
Pirelli, Formula 1’s exclusive tyre supplier, has also expressed reservations. Historical data shows that mandating two pit stops can lead to converging strategies, as teams optimise pit windows to minimise time loss. The intended variability may therefore be limited.
Rather than mandating specific strategic choices, Pirelli has focused on refining tyre characteristics to naturally encourage different approaches. The aim is to reduce the performance advantage of one-stop strategies without making two-stop races predictable. However, recent attempts to discourage one-stop strategies, particularly those that rely heavily on hard compounds, have not been entirely successful. In multiple cases, teams have successfully avoided using the hardest tyre altogether without compromising performance.
This ongoing challenge highlights the difficulty of balancing tyre design, race strategy and regulatory oversight.
A new discussion: How Much of the Car Must Be Painted?
The pit stop proposal was not the only item on the FIA Commission agenda. Another significant topic was car liveries and the increasing amount of exposed carbon fibre on modern Formula 1 cars.
Over recent seasons, teams have removed more and more paint from their cars to reduce weight. While this improves performance, it also means that cars look similar and less distinctive — an issue that concerns Formula 1’s commercial rights holder.
To address this, the FIA has proposed that a minimum percentage of the car must be covered with paint or decals. After consulting the Technical Advisory Committee, a preliminary agreement was reached.
According to an FIA statement:
“Following discussions with the Technical Advisory Committee, the issue of a minimum surface area requirement for vehicle liveries from 2026 onwards was discussed. The commission representatives agreed that at least 55 per cent of the surface, when viewed from above and from the side, must be covered with paint or decals. The aim of this measure is to improve the visual differentiation of the vehicles.”
This measure is set to come into force in the 2026 season, pending final approval, with the aim of ensuring that fans can easily distinguish between teams and cars on the track.
For now, Formula 1 will retain the current flexibility enjoyed by teams, while continuing to explore regulations that support both competitive integrity and fan engagement.
Mekies shares the behind-the-scenes of the Horner phone call: “The connection was terrible”
NEXT ARTICLE: Senior F1 driver “should be worried”
2025 has seen once of the least “silly seasons” in Formula One ever. The usual autumn driver market rumour mill has been mostly killed off this year due to the fact most drivers are locked in for 2026. Franco Colapinto’s new Alpine contract was announced in Brazil as in recent weeks he has matched and beaten his far more experienced team mate Pierre Gasly.
In fact prior to the Sao Paulo Grand Prix, the Argentinian had qualified and finished ahead of the Frenchman in four of the previous seven race weekends. Although in interlaces gaily scored a point on Sunday, his first since before the summer break in Spa.
The other drivers uncertain of their F1 futures are to be found in the Red Bull camp, with only Max Verstappen locked down beyond 2025. For much of the year, Dr. Helmut Marko has been championing his next ‘Max Verstappen’ who is racing in F2 this season, although the recent form of Arvid Lindblad has fallen off a cliff in the junior category.
2026 not the year for rookies
Its no longer nailed on the Indo-Swede will get his big break into Formula One in 2026 as Milton Keynes decided another year in international single seater racing may bee best for his career development. Lindblad is a distant seventh in the F2 standings with just 109 points, some 79 behind championship leader Leonardo Fornaroli.
Blooding a rookie in the year when the biggest ever change in the F1 technical regulations comes into force is something none of the other teams have elected to do which may well have saved Yuki Tsunoda’s F1 career, at least for another season. On the whole this seasons rookie F1 drivers have impressed despite each of them struggling at various parts of the season.
Gabriel Bortoletto after a slow start has turned around what was a 37-4 points deficit to his hugely experienced team mate Nico Hulkenberg after the British Grand Prix, to just 24 points but behind the scenes his results are even better. The Italian is 11-10 ahead of the German in qualifying, once famed for his one lap pace and is just 9-11 down in terms of GP finishing places. READ MORE
Clara Marlowe is a Formula 1 writer at TJ13 with over 15 years of experience in motorsport journalism, having contributed features to established sports magazines such as Evo, MCN, Wisden Cricket Monthly and other digital outlets.
Clara specialises in human-interest storytelling, focusing on the individuals behind the sport, including drivers, engineers, and team personnel whose roles are often overlooked in mainstream coverage.
At TJ13, Clara contributes long-form features and narrative-driven pieces that explore the personal and professional journeys within Formula 1. This includes coverage of career-defining moments, internal team dynamics, and the human impact of high-pressure competition.
Clara’s work brings depth and perspective to the sport, complementing news and analysis with stories that highlight the people behind the machinery.
Clara has a particular interest in how personal narratives intersect with performance, and how individual experiences shape outcomes across a Formula 1 season.
