The first changes to the technical regulations promise to have tangible effects on track, even without solving all problems. The adjustments to the maximum charging power could restore relevance to braking, while the reduction in electric boost should not give an advantage to Ferrari, which has a smaller turbo than the competition. The big unknowns, however, will be the overtaking dynamics and the possibility for drivers to push in qualifying, where much will depend on the decisions that race control will make from time to time.
The effects on qualifying
The first significant change is the reduction from 8 to 7 MJ of recoverable energy in qualifying, with the possibility of further limiting it to 5 MJ for up to a maximum of 12 seasonal events, compared to the previous 8. In this way, teams and drivers will have less need to recharge the battery outside of braking zones, a practice that will still remain, albeit to a lesser extent. Conversely, having less energy, the electric motor will be usable for shorter intervals compared to the first three races. In addition to increasing lap times, the modification will increase the relevance of the thermal part, giving a small advantage to those with a more powerful engine.
The other major change is the increase in maximum charging power with the throttle fully open to 350 kW, compared to the 200 kW allowed until Suzuka and the 100 kW originally set for the 2026 regulations, which were then revised last summer. By increasing the charging to 350 kW, the electric motor will absorb even more power from the thermal part, reducing the power available to propel the car. However, in this way, energy will be recovered more quickly, shortening the superclipping phase.
Until Japan, furthermore, 350 kW charging on the straight was only possible by fully releasing the accelerator, which encouraged lift-and-coast techniques, causing a further slowdown of the car before the braking point. Now, however, also thanks to the reduction in recoverable energy per lap, charging strategies should be less invasive. Depending on the situation, cars could reach the end of the straight at higher speeds, in which case extending the braking distance and the time the brakes are used.
No advantage for Ferrari
Another of the proposals launched concerned the reduction of maximum electric power during acceleration, in order to reduce consumption and extend the usage times of the hybrid system. This modification could have proven to be an advantage for Ferrari, which, having a smaller turbo and therefore a more reactive engine in traction, would have been better able to compensate for a potential reduction in electric boost. In the end, however, a compromise was chosen, maintaining 350 kW of maximum power for traction phases, limiting it to 250 kW for other areas.
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For now, however, there are no changes to the electric power delivery modes, which are among the reasons why drivers cannot push to the maximum in qualifying. The hope was that the obligation to use the MGU-K at at least 200 kW in the second after returning to the throttle would be abolished, which would have decoupled accelerator input from battery consumption. However, this can be addressed from time to time through race control notes, which specify in which corners of the circuit drivers are exempt from the normal power delivery rules.
Changes for the race
Finally, regarding the race, the changes primarily aim to reduce speed differences between cars on the straight after Bearman’s incident at Suzuka. To achieve this goal, it was decided to limit the power of the Boost button, while Overtake mode remains unchanged. It remains to be seen what the consequences will be for overtaking opportunities, but in any case, the modifications will not prevent involuntary overtakes, as energy management will remain the responsibility of the ECU and not the driver.
Last, but not least, there’s the intervention on starts. For safety reasons, the electric motor can now intervene even before the 50 km/h stipulated by the regulations, but apparently only if the system detects a risk of stalling, to prevent a car from starting too slowly or even remaining stationary on the grid. Being an emergency scenario, the modification should preserve the advantage of Ferrari-powered cars, capable of better acceleration thanks to the smaller turbo. Overall, the regulatory adjustments should improve the situation, without radically changing it. In any case, these are the first countermeasures of a broader package, destined to be introduced in subsequent races.
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