The criticism of the racing spectacle offered by the all-new Formula 1 hybrid engines has been monumental, although some have reveled in what the drivers call ‘yo-yo’ overtaking. Such has been the calamity of the manufacturers’ decision to push for F1 power units that deliver 50/50 power from the battery and the internal combustion engine that, after just three rounds of competition, changes to the regulations were unanimously agreed.
While the headline is that the 50/50 power units are now dead, given the reduction in the maximum amount of electrical power now allowed, there are subtleties within the changes that will fix some of the most ridiculous aspects of 2026 Grand Prix racing.
After the latest round in Japan, Lando Norris shockingly revealed his car had taken control of proceedings as he dueled with Lewis Hamilton for fifth place in Suzuka. The world champion had decided his best moment to overtake was after the high-speed 130R corner and after the chicane along the start-finish straight. Yet his MCL41 had other ideas.
Norris accuses his car of deciding to overtake
Discussing how the new breed of cars were behaving at one of F1’s most iconic circuits, Norris appeared bemused. ”There’s the racing point of view, and honestly, some of the racing… I didn’t even want to overtake Lewis, it’s just the battery deploys and I don’t want it to deploy, but I can’t control it. So, I overtake him, and then I have no battery, so he just flies past. This is not racing,” the McLaren driver revealed in the media pen.
Charles Leclerc experienced a similar problem created by the complex algorithms devised to assist the drivers in their energy management across each lap. In the slower parts of a circuit, ideally the internal combustion engine is sufficient for the drivers in terms of energy to be deployed, and so a ‘low-power electrical mode’ has been created, controlled by the amount of throttle the driver deploys.
The purpose was to prevent the driver unnecessarily burning through electrical power and so this power-limited mode ramped down the amount of electrical output available. However, activating this mode was a tricky balancing act for the drivers. They had to register a throttle trace above 98% for a full second to enter the reduced power setting.
This phase was known as “power limit pending.” If the throttle failed to remain above 98% for a full second, then the power-limited mode was dropped and electrical energy subsequently wastefully deployed. The problem with all of this is that F1 drivers like to push their cars to the limit, rather than drive to a controlled algorithm.
The evil “power limit mode” algorithm
And when doing so, at times they overstretch the levels of grip available while cornering. The back may step out or the car understeer, causing the driver to lift momentarily to regain control of the car. This action would then deploy full electrical power without the driver’s consent, something which may have resulted in the embarrassing moment Oscar Piastri spun his McLaren out of his home race in Melbourne on the way to the grid.
The official explanation given was this was created by an aero stall, but in fact given the way Piastri was driving it was more likely he entered a full battery deployment mode unwittingly. The Aussie was weaving aggressively to generate heat in his front tires and as he approached Turn 12—the high-speed entry to the final sector—Oscar’s McLaren suffered a massive “snap” of oversteer.
As the car pirouetted across the track, Piastri desperately tried to save the power slide but the front-left wing clipped the wall, which pulled the car further into the barrier causing a secondary impact that heavily damaged the front suspension and the floor.
F1 introduced illegal driver aids
Ex-F1 racer and senior paddock journalist, Martin Brundle, suggested the new rules were in fact in breach of one of F1’s fundamental principles that the driver must drive the car “unaided.” Brundle suggests this is a “big issue” for the FIA in that clearly this kind of algorithm sits in the banned “driver aids” category, making tactical deployment decisions that override the driver’s intent.
As part of the sweeping changes made for Miami, the power-limited mode transition has been addressed. Drivers will still need to keep their throttle above 98% for a full second to engage the reduced power settings; however, the algorithm now approaches matters in a different fashion. Should the driver then lift, say due to a snap of oversteer, the power limit phase will not be reset.
Now the drivers can push hard through the corners without fear of their car taking control and deploying a massive boost of electrical energy without their input. Whether the new regulation changes will completely reverse the fake nature of F1 racing this season will only be clear when the cars hit the track in Miami in twelve days’ time.
F1 engine changes for 2027 in the pipeline
Even then, the circuit built in the car park of the Hard Rock Stadium will not represent the more traditional purpose-designed tracks the drivers will face on their return to Europe for the summer. Yet at least one aspect of F1’s 2026 automated racing—criticized by so many—has been addressed and, as TJ13 reported yesterday, paddock hopes are rising that there are changes in the pipeline for the architecture of the new-fangled hybrids for 2027.
While the contribution of the electrical power has been turned down and the nonsense idea of a 50/50 hybrid is finally dead, the internal combustion engine was emasculated to ensure this balance of power. Fuel flow rates were turned down from 100kg/h in 2025 to 75kg/h for this season. This means when the cars are recharging along the straight, the combustion engine is acting as a generator and diverting power from the rear axles.
With redesigned fuel injectors and fuel pumps, a return to 100kg/h would be possible next season and further prevent the cars slowing along the straight as they harvest electrical power. Now with sustainable fuels, the manufacturers cannot object to such a ‘waste’ of fuel. In the end F1 is about racing, not the ultimately efficient fashion in which a car can get from A to B.
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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.
Isnt this Max Verstappens point of view, that it’s killed F1 racing as the driver is no more in command of the car’s performance.
This is why F1’s CEO is already hinting at how the next F1 engine era regulations will be decided. no longer the manufacturers in charge but the FIA – who should decide to bin ultra expensive hybrids and return to more traditional forms of motorsport power using 100% sustainable fuel