Time is short, given the lead times required for Formula One’s engine manufacturers to revise the architecture of their engines for next season. Despite the success of the Canadian Grand Prix, the current issues with the new breed of F1 powertrains are set to rear their ugly head once again when the circus arrives in Barcelona.
The introduction of Formula 1’s revolutionary 2026 engine regulations has triggered massive friction across the paddock. The core issue stems from a radical shift in philosophy: the sport moved from an 84/16 split favoring the internal combustion engine (ICE) to a 50/50 power split between fuel and electrical energy. At the same time, the complex MGU-H (which harvested energy from exhaust gases) and added power to the turbo was scrapped.
While this makes the engines highly sustainable, real-world data from the opening races has exposed deep, foundational flaws that have drivers like Max Verstappen calling the racing “unnatural” and “anti-racing.”
The Battery Drainage Dilemma
Because the internal combustion engine’s power was scaled back to around 350 kW (~536 hp) and the electric MGU-K was bumped up to 350 kW, the cars rely heavily on the battery to achieve top speeds.
Yet the electrical system can only deploy maximum power for roughly 11 seconds. On long straights—like Monza, Spa, or Las Vegas—simulations and track data showed that cars completely run out of juice halfway down the straight. Even at the recent Canadian Grand Prix, the onboard shots showed the cars beginning to decelerate up to three times further away than the traditional braking zone.
Once the battery drains, a car’s power instantly plummets from nearly 1,000 hp to just 540 hp. Drivers have literally been overtaken on straights because their battery went flat, creating a bizarre game of musical chairs rather than authentic racing.
Interim Software Patches
The FIA revised some of the rules over the battery harvesting and deployment for Miami in an attempt to reduce terrifying closing speeds and accidents such as that suffered by Haas’s Oliver Bearman in Japan. So the recharge rates were upped from 250 kW a lap to 350 kW meaning the drivers spent less time harvesting and driving slowly.
Further, the total amount of energy allowed to be recovered has been dropped to prevent the drivers deploying unusual tactics to charge the battery. This also means drivers are more likely to push flat out for qualifying, although it has not been tested on a big power circuit like in Barcelona yet.
However, these software fixes do not completely solve the issues of the 50/50 power units and there have been widespread calls in the paddock for the balance of power to be restated. Upping the contribution of the combustion engine and decreasing that of the hybrid will mean the extreme differences in speed when their batteries are full or empty would be resolved.
Paddock Politics and Blockades
The FIA has proposed that for 2027 the ICE’s contribution to power be upped to 60%, whilst the hybrid is reduced to 40%. However, they need a supermajority at the Power Unit Advisory Committee for this to be enforced next season. This means all but one manufacturer must agree to such changes.
The architectural changes to the power unit would be to increase the fuel flow rates and for the teams they would need a chassis large enough to contain the larger fuel cells required.
Currently Audi are reportedly set against such a move, claiming they would prefer to spend the suggested $10m elsewhere in the F1 programme. Ferrari too are playing politics over the matter, given they claim as a consequence of the redesigns their concern is that the FIA will scrap its engine catch-up programme—which the Scuderia believe is an opportunity for them to improve their current engine to match Mercedes’ power output levels.
Drivers Call for Strict Intervention
Yet most in the paddock believe F1 should not be held to ransom for another season over much-needed technical changes required and agreed by most. At a media event in Miami, Williams driver Carlos Sainz, whose team uses the leading Mercedes powertrain, argues the FIA, who are responsible for the F1 regulations, should take a stronger approach to the matter.
He observes there is another F1 body where two manufacturers cannot hold the sport to ransom and it is there the debate should be taken and the final vote counted. “There is the Commission where the teams have a vote, and I guess that is where I was saying to the FIA and to FOM to push it through and stay committed,” when asked to explain his comments that the ‘FIA should get tough.’
The Spaniard argues that if this approach is taken, the dissenting PUMs will have to fall into line. The FIA must act in defense of what is good for the sport and of racing in general. “I’m a big fan of the rulers taking a very strong approach and a strong stance,” adds Sainz.
Carlos believes there is little more that can be done this season and when the F1 circus arrives in Monza—where harvesting energy is the most difficult—there will be uproar from the fans. Further, the Williams driver believes his constant criticism of the new regulations is now pointless: “I’ve decided to maybe just stop complaining, because it is clear that this year is not ideal, and it is never going to be.”
Shifting Focus Toward 2030
Such has been the furore over the new F1 engines, the talk is already turning to what will replace them in 2030/31. The president of the FIA has said he will strip the manufacturers of the power they wield and it will be F1’s governing body who sets out the specifications for new V8 traditional power with, “very, very little electrification.”
Formula One has traditionally been desperate for the support of the manufacturers, which in turn has given them a power base that has now proved extreme. With the massive rise in popularity and sponsorship of the sport, the manufacturers’ financial clout is now certainly diminished.
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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.
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.
