Max Verstappen, upon expressing his reservations regarding the revised Formula 1 rules, promptly clarified: “While the situation isn’t severe here in Bahrain, the true extent of our energy depletion on straight sections will become apparent once we race in Melbourne.”
Since then, the Red Bull competitor has garnered support from various individuals within the paddock. Notably, Oliver Bearman and Oscar Piastri have forecasted that handling energy will be substantially more challenging in Australia compared to the circuits where F1 teams have trialled their updated equipment thus far.
“Melbourne presents a challenge because the capacity for energy recovery is significantly limited,” Bearman articulated when questioned by Autosport.
“This is naturally factored into the rule allowing only seven megajoules of energy harvest per lap, contrasting with 8.5 here; nonetheless, it represents a considerable disparity. Last season, Melbourne ranked among the circuits demanding the most sustained full throttle, a characteristic incompatible with these current regulations. It will undeniably prove demanding.”
Piastri further mentioned that he had already observed a notable distinction while getting ready for his domestic grand prix.
“Based on my simulator sessions, it’s quite dissimilar,” stated the driver from Melbourne. “I anticipate that on some circuits, our energy recovery capabilities will be far more restricted than they are in Bahrain. Here, contingent on your optimal settings, extensive ‘super clipping’ or ‘lift and coast’ maneuvers are not largely required, whereas in Melbourne, I believe avoiding such actions would lead to a rapid depletion of energy.”
Oscar Piastri, McLaren, in Jeddah
Photo by: Zak Mauger / Motorsport Images
“Jeddah is another such venue. Circuits featuring multiple straights connected by high-speed corners, making energy recovery particularly challenging, are where the most unusual situations are likely to arise.”
The core issue stems from the scarcity of extended braking areas and low-speed turns, which typically allow drivers to replenish battery charge either during braking or by using partial throttle. The design of the Bahrain International Circuit concealed this problem, but the scenario could evolve significantly in the near future.
Melbourne: An F1 Circuit Deficient in Energy Recovery
Although Piastri suggests the primary influence is the track configuration, Andrea Stella, his McLaren team principal, elaborated on the precise details. The Italian asserted that circuits should be categorized into two distinct groups: those abundant in energy recovery opportunities and those lacking them.
“In Bahrain, the process was comparatively straightforward as sufficient braking time allowed for virtually all energy recovery to occur during deceleration. There was no particular need for special actions, such as easing off the throttle, to extend the period of power unit harvesting. However, as we head to Australia, we will be returning to a circuit where this will prove somewhat more challenging.”
This directly correlates with the degree to which drivers must engage in “unconventional actions” for energy recuperation, such as prematurely lifting off the throttle on straights and performing the additional downshifts mentioned by drivers.
“I believe these two circuits [to date] do not provide a complete representation,” Stella proceeded. “Undoubtedly, situations may still arise where the driver must adopt an atypical driving style, diverging from simply driving at maximum throttle, braking as late as possible, and cornering at peak speed; nevertheless, as I noted, we will need to observe the circumstances closely.”
Carlos Sainz, Williams
Photo by: Sam Bloxham / LAT Images via Getty Images
It is for this precise reason that Carlos Sainz has implored the FIA to adopt an “open-minded” approach to this monitoring, with the Williams driver acknowledging the possibility that regulatory modifications might become necessary.
“My communication to FOM and the FIA is that early in the season, we must maintain a degree of flexibility, should the established regulations prove somewhat excessive regarding the required energy recovery or deployment per lap. This might render some circuits acceptable, such as potentially here – though I still feel it’s not entirely satisfactory given our current observations,” stated the GPDA director.
What Alternative Strategies Are Available to the FIA?
Nikolas Tombazis, the FIA’s single-seater director, has previously signaled his willingness to consider rule alterations. The governing body prefers not to implement any modifications prior to the inaugural race, as Tombazis feels such actions would merely foster greater unpredictability and because he aims to first accumulate further empirical data from a real competitive event, encompassing direct track engagements.
“From my perspective, I believe we’ve completed 90% of the necessary efforts to reach an acceptable state,” he commented. “Some refinements might be needed as we gain more insight into the vehicles, and we are entirely receptive to making those.”
The subsequent inquiry, naturally, pertains to the actual courses of action available to the FIA.
Tombazis conceded that specific components concerning energy recovery and deployment might be modifiable, though he refrained from elaborating further at this time. In this regard, the FIA also intends to await the initial races before presenting definitive suggestions. Such changes would necessitate adherence to standard governance protocols, mirroring the process for the compression ratio debate.
Nikolas Tombazis, FIA Single Seater Director
Photo by: Andy Hone / Motorsport Images
Two solutions appear most evident for immediate remediation. Both would alleviate immediate issues without fundamentally changing the core principles of the 2026 regulations – a move presently unfeasible both politically and practically. Regarding power delivery, the FIA might decrease the electrical output in race configuration from 350kW to 250kW. This would diminish maximum power but ensure drivers less often experience an “energy deficit” at the conclusion of straight sections, as characterized by Verstappen.
Concerning energy recovery, much of the recent confidential dialogue has centered on the concept of ‘super clipping’. This is precisely the concept Stella introduced as a contingency if the initial races present difficulties.
“We investigated the potential to elevate the super clip to 350 kilowatts. I suspect this delves into the intricate technical aspects of the new rules, which I’m certain we will all need to become somewhat acquainted with, and we will also need to assist our supporters in understanding,” Stella remarked with a smile.
“However, ‘super clip’ describes the scenario where the electric motor commences energy recovery even while the driver maintains full throttle. This state is termed super clip. Currently, it’s capped at 250 kilowatts, but all prerequisites exist to enable 350 kilowatts of harvesting even at full throttle, thereby eliminating the driver’s need for ‘lift and coast’ maneuvers to achieve that 350-kilowatt recovery.”
Subsequent to deliberations within the F1 Commission, this proposed solution was put to the test on the concluding day of trials in Bahrain. McLaren encountered no difficulties with it, as Stella confirmed, but for Honda – which is already confronting additional obstacles with its power unit – such an alteration might introduce greater complications.
Nevertheless, from McLaren’s viewpoint, this could still function as a fallback strategy to mitigate excessive ‘lift-and-coast’ practices and deter other unconventional driving methods.
Andrea Stella, McLaren
Photo by: Sam Bloxham / LAT Images via Getty Images
“Consequently, we deliberated this with the FIA, and the ultimate decision regarding its implementation rests with them. We conducted a successful trial today and are pleased with the outcome,” Stella concluded.
Currently, the FIA maintains its stance that awaiting the initial races before initiating any measures is prudent. Practically, this approach is unavoidable in any case, given that the procedure for enacting any rule modification would span at least several weeks – and that timeframe is no longer available before the Melbourne event and the season’s inaugural sprint weekend in China.
One certainty precedes the season’s commencement: with Melbourne and Jeddah, Formula 1 confronts two significant hurdles early in the championship, yet these also serve as crucial evaluations to determine the appropriateness of these regulations for the calendar’s high-speed circuits.
