The 2026 F1 regulations, compromises upon compromises
Michael Schmidt is one of the most well-known and respected journalists in the F1 paddock, and the recent episode of his podcast ‘Formula Schmidt’ provided many answers to those wondering how such a complex and debated F1 regulation like the 2026 one could have come about. The behind the scenes – both well-known and lesser-known – reported by the German journalist are numerous, and it is interesting to isolate several parts.
Who wanted the 50:50? Why do these cars have superclipping? How did the Mercedes trick with the compression ratio come about? Here are all the answers from Michael Schmidt.
The 50:50 engines are the fault of the F1 manufacturers
“We have to admit, the regulations are terrible. They are written in a catastrophically poor way. They saw the train coming and now they are trying to stop it. But they saw it coming from the start…”, Schmidt began.
The German confirmed that it was “the CEOs of the various manufacturers” who insisted on the 50:50 split between thermal and electric, because they were firmly determined to promote the electric powertrain through F1.
Superclipping caused by fear of Audi and Porsche…
Once the complex path of 50:50 was taken, the problem was the need to triple the electric power of the cars (from 120 kW to 350). “There were three years to find solutions on how to recharge. It would have been enough to recover energy from the front axle. Then we would never have talked about clipping, superclipping and these things,” Schmidt explained.
But why was this not pursued? “The reasons were purely political. The manufacturers already present in F1 did not want this solution because they thought Audi and Porsche would have had a huge advantage thanks to their experience at Le Mans”, the journalist emphasized.
…and so Audi and Porsche limited the compression ratio. And Mercedes finds the trick
In a game of cross vetoes, Audi and Porsche however obtained approval for their motion: “They insisted on introducing a boost limit and a compression limit. Another absurd choice. If this limit had not been introduced, the compression ratio would still be 18:1, as before. And Mercedes would not have had the advantage it has now,” Schmidt pointed out.
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The behind the scenes on the boost limit
And on boost the journalist from Auto, Motor und Sport revealed that Audi was the main supporter of the reduction of the limit from 5 to 4.8 bar. Remember the reason for the disqualification of Gabriel Bortoleto’s Audi in the Miami Sprint? It broke the rules regarding the engine intake pressure. In short, what they fought to get limited….
Michael Schmidt then concluded: “Sport has to please people, most fans don’t know what a megajoule is. The moment you talk about these things, F1 has already lost. It simply should never have happened. The FIA must not be too influenced.“
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