In a press release published on August 16 , on the occasion of the decisions made by the FIA World Council, the Federation clarified the technical outlines of the 2026 regulations for all power units 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 precisely define what a sustainable fuel is, to avoid any unpleasant surprises.
The FIA thus provides its definition of the term: it is up to the manufacturers to respect it.
“Fully sustainable fuel is the cornerstone of the 2026 regulations and all fuel components must come from sustainable sources, whether that be non-agri-food products, genuine municipal waste or sustainable carbon capture. This ensures that no new fossil carbon will be present in the fuels used in Formula 1 and, consequently, no new fossil carbon will be released into the atmosphere from the exhausts of Formula 1 cars.”
"The fuel regulations encourage the use of any sustainable production method without compromising on-track performance. Fuel suppliers can therefore use Formula 1 as a step on their own journey towards the global and commercial scaling of sustainable technologies."
The FIA and F1 also highlight a series of rules to be respected for these new synthetic fuels:
- All fuel components must be fully sustainable.
- The overall reduction of greenhouse gases will be consistent and will remain consistent 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 [for production cars] and that it will be competitive regardless of the production method.
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 made useful technical contributions.
Is there 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 join the sport?
"The internal combustion engine will retain the layout of the 1.6-liter V6 at the same engine speed, with reduced fuel flow to target a power output of around 400 kW (544 hp, editor's note). The internal combustion engine will be divided into two parts."
- The lower part, involving the engine block, crankshaft, connecting rods, pumps, and auxiliaries which will be more subject to requirements.
- The upper part, mainly focused on the combustion zone 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 to ensure that competition focuses 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 assumes
The FIA assumes it is implementing measures that reduce research and development, but this will allow for closer performance while reducing costs, as explained in the federation's press release.
"A series of standardization and simplification measures have been developed for the entire internal combustion engine 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 (e.g. piston, crankshaft, valves, injector position, turbocharger turbines).
- The overall legal volumes of the power unit elements are now defined more precisely.
- Material limitations have been extended to exclude many high-cost options.
- Extension of standardization of components or their design characteristics (injector, knock sensor, "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 submitting upgrades and homologation has been defined to control 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 to the ERS system.
"The ERS power output 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 energy flow to achieve the key objectives of show, 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 within which each element of the power unit must fall."
- The regulations will aim to increase the relevance of battery cells, electronics and MGU-K to road cars.
- Battery cells will be an area of development, but their supply will be subject to non-exclusivity provisions to contain possible cost escalation.
- Design constraints have been imposed to improve the safety and controllability of ERS.
- Controls have been introduced to limit or require the recycling of critical materials.
The quota of parts specified
A key figure in the modern F1 landscape, the quota of parts per season has also been specified.
Like this year, drivers will be able to use three internal combustion engines, turbochargers, and exhausts. And two batteries and MGU-K (compared to three 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."
Test bench control strengthened
Controlling costs: This is also why the FIA will tighten the screws on bench tests. The number of benches that engine manufacturers will own will be limited.
Manufacturers will thus be entitled to three single-cylinder test benches, which will be used for preliminary testing of the technology. These are already in use by some engine manufacturers for the 2026 regulations.
Power unit test benches will be limited to three, with only one engine test bench and one test bench for the complete vehicle. Finally, each engine manufacturer will be able to have two ERS test benches.
In terms of hours per year, the bar will be reduced, going 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, rising to 400 from 2028, until 2030.
Text by Alexandre C. ( Nextgen-auto)
