The dawn of the 2026 Formula 1 season has been met with a growing debate: have the sport’s new regulations, intended to enhance competition and sustainability, inadvertently complicated the driving experience to a degree that detracts from the core skill of racing? While the introduction of carbon-neutral sustainable fuels and a revamped engine formula were lauded as progressive steps, several drivers, including four-time world champions Lewis Hamilton, Max Verstappen, and Fernando Alonso, have voiced concerns about the increased emphasis on energy management.
The crux of the issue lies in the intricate systems governing energy recovery and deployment. The new power units, while more efficient, demand constant attention to energy levels, forcing drivers to prioritize conservation over outright speed in certain situations. Verstappen, in particular, likened the current F1 experience to “Formula E on steroids,” a sentiment that highlights the perceived shift away from traditional racing dynamics. Alonso went further, suggesting the level of energy harvesting required was so precise that “the chef could drive the car.”
At the heart of this complexity is the Energy Recovery System (ERS), comprised of two Motor Generator Units (MGUs) – the MGU-H and MGU-K – and an Energy Store (ES). The MGU-H recovers energy from the turbocharger, while the MGU-K harvests energy during braking. This recovered energy is stored in the battery and can be deployed to provide a temporary power boost of 160 bhp for up to 33 seconds per lap. However, both energy recovery and deployment are subject to strict limitations. Cars are capped on the amount of energy they can recharge via the MGU-K (indicated by a red bar on the driver’s display) and the amount of battery power they can deploy per lap (green bar). The battery level itself is represented by a yellow bar.
Currently, the maximum rate of energy recovery, termed the ‘super clip,’ is limited to 250kw. However, the engines are capable of recovering 350kw when the driver lifts off the throttle. This discrepancy has prompted discussions about allowing drivers to utilize the full recovery potential even when maintaining full throttle, potentially simplifying the driving experience. Another proposal centers on reducing the electrical output of the engine, currently capped at 350kw (470bhp), to 300kw (402bhp) or even 250kw (335bhp). The rationale is that reducing overall power would allow for longer deployment periods, making the power delivery feel more natural and less constrained.
Further adjustments under consideration involve increasing the amount of fuel the engine is permitted to use and rebalancing the ratio between the Internal Combustion Engine (ICE) and the electrical components, potentially shifting to a 65:35 or 70:30 split. However, opponents of these changes argue that they would necessitate wholesale redesigns of the engine and other car components, such as gear ratios, and may not achieve the desired effect.
The introduction of a new ‘overtake’ button, replacing the traditional Drag Reduction System (DRS), adds another layer of complexity. Unlike DRS, which opened both front and rear wings to reduce drag on straights, ‘Overtake’ mode provides drivers with electrical energy for a longer duration. Crucially, it doesn’t generate more power or increase speed; it simply extends the availability of existing energy reserves. Overtaking is anticipated to be more challenging than in previous seasons.
This has led to suggestions that reducing the electrical output to 300kw could free up the remaining 50kw specifically for ‘Overtake’ mode, potentially making the maneuver more effective. However, the optimal solution remains elusive, as energy management requirements vary significantly between circuits.
The Bahrain International Circuit, for example, offers ample opportunities for energy recovery through its numerous braking phases into slow corners. In contrast, circuits like Albert Park (host of the Australian Grand Prix on ), Saudi Arabia, Austria, Silverstone, Monza, Azerbaijan, and Las Vegas are considered “energy-starved,” requiring extensive lift-and-coast techniques and strategic use of the ‘super clip’ even during qualifying sessions. These tracks feature long straights but limited braking zones for energy regeneration.
McLaren team principal Andrea Stella acknowledged the need for ongoing evaluation and potential adjustments. “Definitely there could still be cases in which the driver needs to approach driving in what is not a common way – (where) we just drive as flat as possible, brake as late as possible, go as fast as possible in every corner,” Stella stated. “When it comes to improving the balance between the regulations in their current format, and some other driving challenges, there is time to fix this.”
Stella suggested that modifying the way electrical energy is deployed could mitigate the need for these “special maneuvers.” “So there are things that can be done in the future, but I think we should monitor a little bit more in some other circuits (before deciding what to do).” The ongoing discussions between teams, the FIA (governing body), and Formula 1 management underscore the commitment to finding a solution that preserves the competitive spirit of the sport while addressing the concerns raised by the drivers regarding the complexity and, potentially, the purity of the driving experience.
