Formula 1 modifies engine design following driver concerns

Formula 1 has agreed to a two-step plan to change engine design in response to criticism of this year's new rules. Drivers complained that the near 50-50 split between internal combustion and electrical power this year and the need for energy management diminished the challenge in qualifying. Four-time champion Max Verstappen was so upset by the new engines that he stated he would quit F1 if changes were not made, but all other drivers agreed the issue needed to be addressed.

The engine suppliers have consented to change the ratio to 60-40 in favor of the internal combustion engine by 2028, implementing the changes in two steps. This compromise agreement came after a month of talks, with Ferrari and Audi leading the push to prevent moving to 60-40 all at once in 2027.

A statement from the FIA indicated that "the proposed changes are intended to address issues related to energy management and fuel energy-flow characteristics and make qualifying more flat-out while not impacting the positive and exciting racing generated by the new regulations."

The agreed plan will shift the split to 58-42 in 2027 before transitioning to 60-40 in 2028. These changes will be executed by increasing the fuel flow to the internal combustion engine (ICE) by 5% in 2027 and 13% in 2028. This process is expected to boost the power from the ICE from about 400kW (536bhp) this year to 420kW (563bhp) in 2027 and 450kW (603bhp) in 2028. On the other hand, the power output from the electrical component of the engine will decrease from 350kW (470bhp) this year to 300kW (402bhp) starting next year.

The maximum power available in overtake mode, which allows a driver within one second of another car to recover and use an extra 0.5MJ of energy per lap, will remain at 350kW. However, the maximum harvesting power of the electrical part of the engine will increase from 350kW this year to 375kW in 2027 and 400kW in 2028. This adjustment will enable teams to recover energy more swiftly, thereby reducing the time spent on energy recovery.

The major criticism of the new cars this year has been that the engines were energy-starved, making it difficult to recover enough energy around a lap to meet the maximum allowance. In early races, this prompted unusual behaviors, such as drivers lifting off the throttle and coasting on qualifying laps or recovering energy while at full throttle. As a result, the 'flat-out' essence of qualifying was diminished, leading to harsh criticisms from several drivers. Two-time champion Fernando Alonso remarked that fast corners had effectively become the "charging station for the car" due to the new rules.

A preliminary step to address these criticisms occurred after the first three races when the maximum amount of energy recoverable per lap was decreased, while the recovery power when at full throttle was increased. All drivers welcomed this change but viewed it as just a small step in the right direction.

Moreover, the FIA has informed power-unit manufacturers about the ranking of engine performance. This information is significant as it allows manufacturers more than 2% behind the most powerful engine to upgrade their engines this year and next. Though the FIA has not publicly issued its findings, sources have indicated that Red Bull possesses the most powerful engine. Only the power of the internal combustion engine is measured, not the efficiency of the electrical recovery and deployment systems. Mercedes received one permissible upgrade for this season and another for the next, while all competitors—Ferrari, Audi, and Honda—will be allowed two upgrades in both this season and 2027. Honda has been rated as having the least powerful engine, expectedly classified in the bracket of 8-10% behind the most powerful, hence missing out on additional funding available to those more than 10% behind, which was as much as $19m (£14m).