By Holly Wright

Formula 1 teams and officials are set to hold the first in a series of meetings to discuss potential tweaks to the 2026 technical regulations, ahead of the Miami Grand Prix in early May. 

While no decisions are expected immediately, the discussions come after the opening three rounds in Australia, China, and Japan, which have highlighted both the successes and challenges of the new rules.

Balancing Innovation and Risk

The 2026 regulations brought the biggest technical overhaul in F1 history, introducing new chassis and hybrid power units with a 50-50 split between internal combustion engine and electrical output. This shift has changed the way drivers approach a lap, placing a new emphasis on energy harvesting and deployment.

While the changes have created closer racing and more overtakes, they have also introduced new risks and frustrations. Four-time world champion Max Verstappen described the cars as “Formula E on steroids” and compared some racing moments to Mario Kart, criticising the heavy reliance on battery management. 

Reigning champion Lando Norris said the sport went from the best cars ever to the worst in a single regulation change, while two-time champion Fernando Alonso called it the “battery world championship.”

In contrast, Lewis Hamilton has defended the changes, calling the new cars “the best form of racing” he has experienced during his long career.

Suzuka Incident Puts Safety in Focus

The debate intensified at the Japanese Grand Prix, where a high-profile incident involving Oliver Bearman highlighted safety concerns. 

Bearman was forced onto the grass to avoid the slowing Alpine of Franco Colapinto, which had reduced speed dramatically while recharging its battery. Bearman subsequently spun and hit the wall, suffering a minor knee injury.

Carlos Sainz, Williams driver and GPDA director, stressed that this incident illustrates the risks of sudden speed differentials. 

Speaking on behalf of the drivers, he said: “We have been warning this kind of accident will always happen. In Suzuka, we were lucky there was an escape road. Imagine going to Baku, Singapore, or Las Vegas with these closing speeds.”

Sainz added that driver concerns have not always been fully addressed: “I was so surprised when they said ‘we will sort out qualifying and leave the racing alone because it’s exciting’.”

“As drivers, we have been extremely vocal that the problem is not only qualifying, but also racing. I hope it serves as an example and the teams listen to the drivers… because the racing is not OK.”

Qualifying Challenges

Energy management has also affected qualifying, where drivers must balance flat-out performance with battery harvesting. 

Ferrari’s Charles Leclerc explained how the current rules are restricting drivers’ ability to push to the limit: “Whenever you play with those limits, not only do you pay the price of a small snap, but also pay triple the price on the straight.”

“At the moment, whenever you play with the limit, you get destroyed on the straight, so you have to stay quite underneath it, which is an art in itself.”

Leclerc added that the rules make qualifying less rewarding for aggressive drivers: “All the good drivers need to make the difference anyway, but it’s less rewarding for the drivers that like to push over it, and most of the time in Q3 that pays off, but not with these cars.”

Potential Technical Adjustments

Following Suzuka, the FIA and engine manufacturers reduced the allowed energy recharge per lap in qualifying from 9.0 megajoules to 8.0 megajoules to curb super-clipping. 

The measure helped but did not fully solve the problem, and further reductions to 6.0 megajoules are under consideration. Lowering the recharge limit would mean cars accelerate more gradually, reaching top speed later and reducing the need for drivers to lift off the throttle before braking.

Another proposal is to increase the super-clipping allowance currently 250kW compared with 350kW when lifting and coasting. Doing so could allow drivers to stay on the throttle more consistently, reducing the need to lift and coast, though super-clipping itself may still create some speed differentials.

The FIA is also exploring software standardisation across engine manufacturers, aiming to smooth discrepancies in how energy is harvested and deployed, which currently contribute to the significant speed differences on track.

How the Process Will Work

Thursday’s meeting is expected to serve as an ideas session rather than a decision-making event. It will be followed later in April by a full-scale meeting involving FOM, the FIA, and representatives from teams and drivers. 

Any agreed tweaks would likely be implemented for the Miami Grand Prix (May 1–3), the season’s second Sprint weekend.

While the FIA and F1 bosses are keen to address driver concerns, they are also aware of the positive reception from fans during the opening races. The process reflects a careful, collaborative approach, seeking to balance safety, fairness, and the spectacle of racing.