Although expectations are high that modifications decided by the FIA and Formula 1 teams for the Miami event will mitigate some problematic aspects of the 2026 rules, the possibility of physical alterations to the upcoming power units remains open.
Decreased energy recovery and the expansion of super clipping to 350kW are expected to lessen some of the noticeable oddities of the 2026-specification vehicles; instances of drivers lifting off the throttle and coasting ought to be infrequent, and the rate at which speed decreases will also be less pronounced.
Information obtained by Autosport indicates that while some decrease in maximum velocity still occurs at the conclusion of extended straightaways, the speed patterns for most braking zones following brief to moderate acceleration periods are anticipated to resemble more standard profiles.
Even though computer models suggest these revisions will address certain grievances and restore drivers’ influence over qualifying, beyond merely selecting optimal energy deployment zones, the actual impact will not be evident until after the races in Miami and Montreal.
Andrea Stella, McLaren’s team principal, states that a more ‘significant’ enhancement would probably necessitate modifications to the 2026 power unit components, such as advocating for a larger battery capacity or greater fuel delivery to the internal combustion engine to boost the vehicle’s mechanical output.
However, he cautioned that this solution would probably be unavailable for the present season, despite ongoing conversations about refining the existing power unit regulations.
“My belief is that if the FIA granted complete freedom in power unit usage, or within the framework of regulations from the initial three races, teams would realistically exploit this to achieve the quickest possible lap times,” Stella commented.
Andrea Stella, McLaren
Photo by: Kym Illman / Getty Images
“Attaining the fastest lap time does not inherently incorporate certain elements of intuitive driving, such as pushing maximally during qualifying, or avoiding significant speed variations when two vehicles are competing head-to-head.
“I believe these modifications are necessary to ensure that constructors manage the power unit in a manner that supports these aims, including full-throttle driving and diminishing speed disparities during the race.
“For a more significant enhancement, where we might, for example, alleviate an energy deficit, or address the issue that in rapid turns there’s often minimal speed reduction between the moment of braking and the apex velocity, some component-level intervention could be required.
“However, making physical changes, such as increasing battery capacity or enabling the internal combustion engine to consume more fuel, demands a longer timeframe than between consecutive races, potentially even extending beyond a single racing season.
“Discussions are definitely underway regarding how the physical components can be improved at a foundational level, ensuring that the rules provide greater flexibility to meet diverse goals important for the spectacle and fan engagement, while also enabling drivers to operate their cars in the conventional manner of maximizing performance.”
Mark Temple, McLaren’s technical performance director, further stated that certain situations would persist, even after the Miami adjustments, where drivers might need to adopt a somewhat unconventional strategy on tracks where energy is more constrained.
Nevertheless, he remarked that this scenario was not inherently unlike drivers conserving fuel during races throughout Formula 1’s past, and he believed that the most objectionable aspects of the 2026 technical rules might have been resolved by the recently disclosed alterations.
Charles Leclerc, Ferrari, Oscar Piastri, McLaren
Photo by: Simon Galloway / LAT Images via Getty Images
“In my opinion, certain driving characteristics with the updated Power Units will endure, as it remains a formula that, while perhaps ‘energy-starved’ is too strong a term, still necessitates utilizing available energy in the most optimal locations,” Temple clarified.
“This differs somewhat from earlier seasons when one could effectively ignore it and, in a sense, not be concerned with the power unit or the energy supply.
“Having said that, under previous regulatory frameworks, there were instances where fuel conservation played a highly important role in how a car was driven and raced, sometimes even more so than our current experience with electrical energy management.
“It’s simply that in the recent past, under the current rules, fuel management has not been a major consideration, though it still played a minor part in racing.
“Therefore, while some elements will persist, the more conceptual ones such as lifting off the throttle, operating inefficiently, and desiring to reapply power—those particularly illogical behaviors—I believe ought to be removed, or at minimum, our goal is to eliminate as many of them as possible.
“As previously mentioned, there could be unforeseen circumstances that will require our re-evaluation and subsequent reconsideration.”
