A debate concerning the engine’s compression ratio emerged within the new Formula 1 power unit rules, commencing prior to any 2026 car even being driven. The proportion of cylinder volume from the piston’s lowest point to its highest point was previously set at 18:1, but for the 2026 season, this has been lowered to 16:1, partly aiming to simplify entry for new participants.
Rival teams became aware that Mercedes could meet the 16:1 compression specification during stationary inspections, yet potentially reach an elevated ratio during operation at increased temperatures. Audi, Ferrari, and Honda collectively dispatched correspondence to the FIA requesting further details, though following an initial gathering of technical specialists on January 22nd, the governing body did not seem poised to take immediate action.
Since then, additional discussions have occurred, notably one involving the Power Unit Advisory Committee on Thursday. As per reports gathered by Autosport, the topic of the compression ratio prominently featured in these deliberations among all parties involved, albeit without a conclusive resolution being reached.
Competing engine builders continue to seek avenues to instigate a rule change, ideally before the upcoming season commences. Their primary concentration is on modifying the procedures used to measure the compression ratio.
Currently, assessments are exclusively performed statically at room temperature; however, a proposed concept involves conducting these evaluations subsequent to the engine reaching operating temperature. Performing checks in heated conditions would yield a more accurate representation and reveal any discrepancies. An alternative suggestion involves deploying sensors during actual vehicle operation.
Max Verstappen, Red Bull Racing
Red Bull and FIA critical to potential alterations?
Nevertheless, implementing these suggestions presents significant challenges. The governance of the Power Unit Advisory Committee (PUAC) dictates that a substantial majority endorsement is necessary for any procedural alteration. Consequently, four out of the five engine suppliers, alongside the FIA and Formula 1 management, must all consent to initiate such a change.
In this context, Red Bull Ford Powertrains maintains a critical role. Given the initial correspondence submitted by Audi, Ferrari, and Honda, it became instantly apparent that three of the five power unit providers advocated for a modification.
Red Bull, conversely, was likewise associated with the engine’s technical loophole, although this perception has somewhat evolved recently. Indications suggest that Red Bull might possess awareness of Mercedes’ approach, but may not inherently resist an intervention. However, the team could advocate for action if its own advantages are perceived as less significant compared to those of a primary rival – specifically Mercedes and its client teams.
Aside from Red Bull’s viewpoint, the stances taken by the FIA and F1 management are pivotal. These two entities typically present a united position on technical affairs. As previously noted, the FIA initially found no justification for involvement, but following yesterday’s session, the federation’s revised perspective is now anticipated. Upon inquiry, an FIA representative stated that the issue remains under internal deliberation and any announcement might be deferred.
Toto Wolff, Mercedes
Photo by: Lillian Suwanrumpha / AFP via Getty Images
Time constraints approaching homologation deadline
Should the methodology for measurement be altered, it could incur extensive ramifications. This would not merely influence the competitive landscape but also bears direct relevance to the homologation deadline. The power units for 2026 are slated for certification on March 1st, providing minimal or no opportunity for necessary modifications, particularly considering that engine-specific revisions usually demand considerable development time.
Toto Wolff expressed his viewpoint with absolute clarity. The head of Mercedes commented prior to his team’s season unveiling that rival manufacturers ought to “organize themselves better.”
“I simply fail to comprehend why certain teams prioritize scrutiny of others and persist in debating a matter that is utterly plain and evident. Our dialogue with the FIA has consistently been constructive, encompassing not just the compression ratio but other aspects as well. Pertaining specifically to this domain, the rules are unequivocally laid out. The established protocols for all engines, even beyond Formula 1, are explicitly defined. Therefore, they should simply focus on their own affairs.”
He further elaborated: “The engine conforms to legal standards. The engine adheres precisely to the stipulated written regulations. The engine aligns with the current inspection methodologies.”
