The biggest change in technical regulations ever seen in Formula One is causing some headaches. Whilst most team had simulated there would be a huge increase in the drivers focus on managing electrical energy, the systems behind the all new PU’s are incredibly complicated.
In previous eras, the harvesting and deployment of the electrical power in the hybrid systems was predominantly automated, now the driver has an array of tricks available to them which are over riding the computer.
For safety purposes the FIA ruled that when using the full electrical power the drivers should ensure it is never completely depleted in an instant. Instead the computer ramps down the 350kw deployment in 50kw stages at one second intervals.
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The F1 PU electrical cut out mechanism
So as we have seen at each of the three circuits F1 has visited this season, cars deploy full power coming out of the corner and as they run out of electrical energy this is ramped down over several seconds towards the end of the straights.
If the power drops from the hybrid drops too quickly, a limiter kicks in locking out all electrical power for 60 seconds. This explains some of the bizarre sights fans have experienced across the Melbourne, Shanghai and Suzuka F1 weekends.
At the Australian Grand Prix, in practice one, mercedes Kimi Antonelli appeared to limping around with almost no power after a qualifying simulation lap. In fact his limiter had kicked in because he slowed after the line too quickly.
In some instances, so extreme is the drop off combined with there internal combustion engines inability to properly spin up the turbo without electrical assistance, cars come to a complete stop. This happened to Alex Albon in Friday practice in Japan, but after the 60 seconds was up he was able to bring his Williams back to the pits.
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Mercedes exploiting the limiter for extra lap time
The configuration of the Suzuka circuit means sector one with its Esses is a difficult area of the track to overtake. And we saw both Kimi Antonelli and Max Verstappen limping through this high speed section in FP2 again after completing a qualifying simulation flat out the previous lap.
Every problem provides an opportunity, so they say, and apparently Mercedes and Red Bull have been exploiting this electrical limiter to Gove them a small but extra boost of power. They have configured their systems to cut the MGU-K from delivering the full 350kw to zero in one swift go, which increases the time they have available on full power.
Of course during a lap this is of no benefit if the trick is performed half way round. The car would then limp around for the rest of the lap. Where it is of value is at the last corner and approaching the start/finish line at the end of a qualifying lap and Suzuka and Albert Park’s configurations suited this well with their longer runs to the finish line.
Ferrari are again upset with Mercedes over their ability to run the power unit in such a fashion and had clearly spoke to the FIA about it. They in turn spoke to the Brackley based racing outfit who had been using the trick during the practice sessions.
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“Reset mode” on the F1 power systems
Whether or not it was a conversation or an instruction to ‘cease and desist’ that was given to Mercedes is unknown, but it was evident the team did not use the trick during qualifying where it would have been most beneficial. The ‘trick’ is in fact legal under the regulations.
This is just another example of how this massive ramp up in the electrical power of the all new F1 engines is creating nuances behind the scenes the fans are completely unaware of. Further, given the massive crash suffered by Oli Bearman during the Japanese Grand Prix, the issue of safety and the ridiculously high closing speeds is at the forefront of everyone in the paddocks thoughts.
Other nonsensical electrical tricks the drivers are having to learn include how the car delivers maximum deployment. No longer does the position of the throttle pedal mean maximum power. When the pedal is pushed above 98% it signals to the car’s ECU to deliver maximum power available – which is fine.
However, if the driver has a moment where he feels the rear of the car steeping out and he reduces the throttle pedal below 98%, then a “reset” mode kicks in. This reduces the power available and places the eyeing in a “pending” mode, restricted to just 200kw for around a second, before allowing full power once again.
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F1 Internal combustion engine acting as a generator for the battery
This of course can ruin a qualifying lap and it is forcing the drivers to maintain full power on certain corners to prevent the car from dropping its deployment as the enter the straight. Confused.com? And we’ve not even discussed “super clipping.”
Before the all new 2026 F1 hybrid monsters, occasionally we would hear drivers report “clipping” on long straights, such as the Kemmel straight in Spa. This was the power unit entering a harvesting mode due to the depletion of its electrical power.
Yet this was not intended by the teams, it just meant their automated algorithms for harvesting were slightly out of synch with where the car was on the track. Harvesting is more efficient for lap time when done under braking or through a corner.
Now we have “super clipping” with the new PU’s, this is where the hybrid harvests whilst the throttle is at full power. However, the internal combustion engine is no longer solely powering the rear wheels, but acting as a generator and diverting some of its power to replenish the nearby store.
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Mario Kart or doctorate in mathematics?
Whilst drivers and TV broadcasters both have likened the new Formula One to Mario Kart, nothing could be further from the truth. The video game is simple to operate and understand for even children, the modern F1 power unit and cars appear to require a doctorate in mathematics and mechanical engineering for the operator to manage effectively.
Is this really racing? The drivers on the whole don’t think so. Fans want to go and watch the drivers pushing themselves to the limit, not accepting their car will limp around for 60 seconds if they gain an extra tenth of a second by cheating the electrical systems.
Never has the future of F1 been so rosy, as the calls will one intensity for F1 to return to V8 internal combustion engine power – at the end of this hopefully short period of ridiculous powertrain technical regulations.
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NEXT ARTICLE – How Iran Drones and Regional Instability Threaten F1’s Expansion in Saudi Arabia
Formula One is expanding its reach like never before. Just two decades ago the sport competed in 14 different countries around the world, but now the 2026 season will visit 21 countries in 12 different time zones.
Two of the venues, Bahrain and Saudi Arabia are within reach of fairly dumb missiles being launched form Iran across the Middle East and this has resulted with the cancelation of these two nations Grand Prix during the month of April. A TJ13 source now reports Shaheed drones have targeted the new F1 venue in Qiddiyah city.
Further, there are plans for a race in Africa and another in the far east, potentially Vietnam, together with the all new Saudi “speed park” in Qiddiya where construction is well under way….. CONTINUE READING
A.J. Hunt is Senior Editor at TJ13, where Andrew oversees editorial standards and contributes to the site’s Formula 1 coverage. A career journalist with experience in both print and digital sports media, Andrew trained in investigative journalism and has written for a range of European sports outlets.
At TJ13, Andrew plays a central role in shaping the site’s output, working across breaking news, analysis, and long-form features. Andrew’s responsibilities include fact-checking, refining editorial structure, and ensuring consistency in reporting across a fast-moving news cycle.
Andrew’s work focuses particularly on the intersection of Formula 1 politics, regulation, and team strategy. Andrew closely follows developments involving the FIA, team leadership, and driver market dynamics, helping to provide context behind the sport’s biggest stories.
With experience covering multiple seasons of Formula 1’s modern hybrid era, Andrew has developed a detailed understanding of how regulatory changes and competitive shifts influence the grid. Andrew’s editorial approach prioritises clarity and context, aiming to help readers navigate complex developments within the sport.
In addition to editorial duties, Andrew is particularly interested in how media narratives shape fan perception of Formula 1, and how reporting can balance speed with accuracy in an increasingly digital news environment.
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.
