In a press release published tonighton the occasion of the decisions rendered by the FIA World Council, the Federation specified the technical contours, in more detail, of the 2026 regulations for any power unit in F1.
A sustainable fuel
The 2026 F1 cars will therefore use a 100% sustainable synthetic fuel in their V6s. But it was still necessary to define precisely what a sustainable fuel is, so as not to have any unpleasant surprises.
The FIA thus delivers its definition of the term: it is up to the manufacturers to respect it.
“Fully sustainable fuel is a cornerstone of the 2026 regulations and all fuel components must be sourced sustainably, whether that be non-agrifood, genuine municipal waste or sustainable carbon capture. This ensures that no new carbon of fossil origin will be present in the fuels used in Formula 1 and therefore no new fossil carbon will be released into the atmosphere through the exhaust of Formula 1 cars. . »
“The fuel regulations encourage the use of any sustainable production method without detriment to track performance. Fuel suppliers can therefore use Formula 1 as a step in their own journey towards scaling up sustainable technologies globally and commercially. »
The FIA and F1 also underline a series of rules to be respected for these new synthetic fuels:
— All fuel components must be fully durable.
— The overall greenhouse gas reduction will and will remain in line with the latest European standards as they evolve.
— Fuel flow to the internal combustion engine will be limited by energy, not mass or volume.
— Other parameters will be limited to ensure that the fuel developed is relevant, reusable [pour les voitures de série] and that it will be competitive regardless of the mode of production.
What changes for the internal combustion engine?
As for the main component of this new power unit, the internal combustion engine (or ICE), the FIA also provided useful technical contributions.
Is there thus a pure stability on this side? In reality the FIA seems to be moving towards even more standardization: in order to convince the Volkswagen group to come into the sport?
“The internal combustion engine will retain the layout of the 1.6-litre V6 at the same engine speed, with a reduced fuel flow to aim for an output of around 400 kW (or 544 hp, editor’s note). The internal combustion engine will be divided into two parts. »
— The lower part, involving the engine block, the crankshaft, the connecting rods, the pumps, and the auxiliaries which will be more subject to prescriptions.
— The upper part, which mainly focuses on the combustion area and associated components, will also be subject to prescriptions, but there will be more freedom to develop the combustion system for the new fuel.
The aim is for the competition to focus primarily on the upper part of the engine, with the lower part being more dimensionally prescribed and benefiting from longer homologation periods.
A simplification that the FIA fully accepts
The FIA assumes that it will put in place measures reducing research and development, but this will bring performance closer while reducing costs, as the federation’s press release explains.
“A series of standardization and simplification measures have been developed for the entire internal combustion engine in order to reduce costs. »
— The MGU-H will be removed.
— The intake trumpets and their actuation and control systems will be removed.
— Limited ranges of key dimensions are defined (eg piston, crankshaft, valves, injector position, turbocharger turbines).
— The overall legality volumes of power unit items are now more accurately defined.
— Material limitations have been extended to exclude many high cost options.
— Extension of the standardization of components or their design characteristics (injector, knock detector, “powerbox”, torque/temperature/pressure sensors).
— The scope of supply has been extended so that parts such as exhaust systems and accessories are designed for the full life of the power unit, resulting in significant savings over a season. A schedule for submission of evolutions and homologation has been defined to control the development and specification changes between years.
Changes to the Energy Recovery System (ERS)
To compensate for the disappearance of the MGU-H, the FIA also details notable changes for the ERS system.
“The power of the ERS will be increased to 350 kW (475 hp, editor’s note). This will remain a key area of competition between engine manufacturers, with a focus on managing the flow of energy to achieve key goals of spectacle, increased hybridization and overall performance similar to the current power unit. »
“The positioning of key components is more restrictive in Regulation 2026 so as not to lock in long-term advantages or disadvantages. A range of reference volumes has been defined in which each element of the power unit must fall. »
— The regulations will aim to increase the relevance for road cars of battery cells, electronics and MGU-K.
— Battery cells will be an area of development, but their supply will come with non-exclusivity provisions to contain potential cost escalation.
— Design constraints were imposed to improve the safety and control capability of the ERS.
— Controls have been introduced to limit or require the recycling of critical materials.
The parts quota specified
An essential figure in the modern landscape of F1, the quota of parts per season has also been clarified.
The pilots will have the right, like this year, to 3 internal combustion engines, turbochargers and exhausts. And 2 batteries and MGU-K (against 3 today).
However the FIA will be more lenient for the first year of regulations.
“For the first year of this new regulation (2026), these figures will be increased by one unit. »
Reinforced control of test benches
Control costs: it is also for the same reason that the FIA will tighten the screw on the tests organized at the test bench. The number of test benches that engine manufacturers will have will be limited.
Thus, manufacturers will be entitled to have three single-cylinder test benches, which are used for preliminary testing of the technology. These are already in action with some engine manufacturers for the 2026 regulations.
Power unit test beds will be limited to three, there will be only one engine test bed, and one full car test bed. Finally, each engine manufacturer will be able to have two ERS test benches.
In terms of hours per year, the bar will shrink from 700 hours per year in 2026 to 400 thereafter (for the internal combustion engine). This is still more than the current quota (300). For the ERS, the maximum quota will be 500 hours in 2027 to increase to 400 from 2028 until 2030.