Last Updated on April 26 2026, 11:39 pm
With the five-week hiatus from Formula 1 racing soon to end and a significant number of changes agreed upon regarding how the controversial 2026 engines will operate, the FIA is coming under pressure to conclude talks over changes for the 2027 powertrains.
While the season is still young, focus is turning to how the sport can further improve its racing in 2027 by introducing new architectures for F1’s hybrid power units. The changes agreed upon since the Japanese Grand Prix are all software-related, but there are growing voices in the paddock calling for hardware changes ahead of next season.
Why does Formula 1 need to address the architecture of its engines, given there is so much confidence in the regulation changes agreed ahead of the Miami Grand Prix? Because while the illusion of a 50/50 power unit—the split between electrical and internal combustion engine (ICE) output—is now banished for good, hardware alterations can regain some of the performance lost when the FIA cut contributions from the battery.
Illusion of 50/50 F1 engines banished
One-eighth of the electrical power available has already been removed, with the maximum electrical deployment per lap being slashed from 8MJ to 7MJ. The time it takes to replenish the battery has also been cut significantly, with recharge levels increasing from 250kW to 350kW. This should reduce “super-clipping” charging time per lap by around five seconds, meaning the cars will run at higher speeds for longer.
Other technical refinements have been made regarding how much power is available to the driver at different points across the lap. This is an effort to reduce the massive closing speeds that saw Haas’s Oliver Bearman slam into the wall in Suzuka, suffering a 50g impact.
A consensus is required to change the power unit architecture for 2027; however, despite Mercedes hoping for no change at all, they do not hold a veto. Should the rest of the manufacturers, the FIA, and Formula 1 decide upon changes to the engine design, they will prevail regardless of any Mercedes advantage.
In an effort to reduce hydrocarbon emissions, the FIA decided to reduce fuel flow limits for the new 2026 power units. As an aside, given the fuel is now 100% sustainable, there is in reality no carbon saving; it is merely an efficiency measure to demonstrate F1’s technical prowess.
Fuel flow rates must be increased
The fuel flow rate affects the total power output from the ICE. Given the massive boost in electrical power planned for this season, this was cut from a maximum of 100kg/hr to ~75kg/hr. Reinstating a higher fuel flow level would ensure the ICE can deliver the incremental power lost following the recent changes agreed upon since the Japanese Grand Prix.
The cars would slow less under “super-clipping,” as the ICE would dedicate less of its total output to generating electrical charge and more power to driving the rear axle. One reason this was not part of the recent regulation changes is that manufacturers have interpreted their fuel tank requirements, along with fuel pumps and injectors, in different fashions.
Without a change to the rules for the ICE design, this would have advantaged some manufacturers unfairly. While increasing the power of the ICE over the hybrid element is anathema to manufacturers’ hopes for an electrified future, they may have to concede for the sake of the sport. It appears most are in favor of a split between ICE and hybrid power of 60/40, or even up to 65/35.
McLaren F1 boss – a prophetic voice
McLaren Team Principal Andrea Stella was already an advocate for hardware changes before the 2026 power units were run in anger. As the debate over electrical output was discussed last season, he did not mince words in McLaren’s post-Miami race debrief:
“There should be a consideration for some hardware changes, more for the longer term, such that we can place the operating point of the power unit somewhere where less compromises are required from a chassis point of view, or from a driving point of view. We think this is possible, and we think that all stakeholders should approach this conversation with the willingness to contribute.”
That lone prophetic voice has been proven correct. He is now joined by Aston Martin’s Mike Krack and Red Bull’s Laurent Mekies, who are fundamentally in support of such changes.
“We agree with Andrea [Stella] that it is a hardware change to go to the next step. We think it’s possible for 2027 if the manufacturers align quickly,” Mekies said in an interview with Sky Sports (April 2026).
Mike Krack concurs: “We have to take both the chassis and the power unit configurations into account to come up with feasible solutions. It’s obviously not just about performance progress; we need to be honest with ourselves about what gives us the best mitigation for the issues we’re having,” he which was included in the Aston Martin Technical Briefing. (March 2026).
Both support a hardware shift that promotes 450kW from the ICE and 300kW from the hybrid—a 60/40 power split. This would again reduce the maligned “super-clipping” and produce a more linear power delivery, which the drivers have requested.
One benefit from this would be some weight saving in that the batteries could be physically smaller in their design due to the reduced capacity. once again saving precious kilograms and improving the handling of the F1 cars.
As Mekies notes, however, time is short for this to be agreed. The current power units have been in R&D and production for over three years. To enshrine new principles of architecture for F1’s 2027 powertrains, decisions must be made quickly to prevent a repeat of the same issues next year. Whether Mercedes agree or not., all that is required is a super majority amongst the teams, the FIA and F1 to enforce the changes.
Would you like to see more TJ13 Formula 1 coverage? Add us to your favourites list on Google to receive trusted F1 news.
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.
A.J. Hunt is Senior Editor at TJ13 and a career journalist with experience in both print and digital sports media. Having trained in investigative journalism and contributed to several European sports outlets, Hunt brings rigour and polish to every article. His role is to sharpen analysis, check facts and ensure TJ13’s daily output meets the highest editorial standards.
