Formula 1 has announced a series of regulation tweaks ahead of the next race in Miami on 3 May. They still need to be ratified by the World Motorsport Council, yet that should just be a formality. However, can they keep their star driver in the sport long-term?
New engine and chassis regulations, including a near 50/50 power unit split between internal combustion and electrical power, have received mixed reviews after the first three rounds of the 2023 season.
While the likes of Mercedes and Ferrari – the two top teams – and their drivers have praised instances of thrilling wheel-to-wheel racing, other drivers and fans have lamented changes to driving styles and safety concerns.
Four-time F1 world champion Max Verstappen even stated after the last race in Japan that he is considering retiring from the sport at the end of the season, such is his dissatisfaction with elements of the new rules. The outspoken Dutchman has described the 2026 cars as “anti-racing” and “like Formula E on steroids.” Reigning world champion Lando Norris has also described overtaking as “artificial.”
As a result of the five-week break between rounds three and four – due to the cancellation of races in Bahrain and Saudi Arabia – F1 and its governing body, the FIA, announced new measures on Monday to address driver, team and fan concerns. But what are they – and how will they impact the sport?
A matter which has been unanimous across the board is drivers feeling like they can’t push to the maximum, as per usual, in qualifying.
In order to recharge the battery at the end of straights, drivers were being forced to “lift and coast” – taking their feet off the accelerator before braking for the corner – at the end of straights. In some cases, they were being forced to do so in qualifying (known for flat-out driving) due to depleted energy reserves.
The FIA have made a change: the total amount of permitted recharge on a lap has been reduced from 8MJ (megajoules) to 7MJ. The aim here is for the amount of energy that needs to be recovered to be less, so the amount of time required to recharge is also minimised, and thus “lift and coasting” is also reduced.
Additionally, F1 have made changes to the “super-clipping” phenomenon – when the driver is fully on the throttle but not deploying the battery – and the maximum limit is now 350kw (kilowatts) as opposed to 250kw.
One final change: the FIA have increased the number of circuits where an energy limit lower than 7MJ can be applied from eight to 12. These modifications won’t completely eradicate “lift and coast” or “superclipping.” But they should limit the requirements of drivers to do so.
The FIA say of the intended impact of the changes: “They are aimed at reducing excessive harvesting and encouraging more consistent flat-out driving.”
Ollie Bearman’s massive crash at the last race in Japan came about because of a 31mph speed differential between his Haas car and Franco Colapinto’s Alpine in front. Bearman used the boost button on a corner with a full battery – using 350kw of energy – while Colapinto’s battery was depleted.
As such, the British driver took evasive action to avoid hitting Colapinto’s car, but then lost control at 191mph and spun into the barrier.
The FIA have made changes: drivers will still be able to deploy 350kw in “straight-line mode” zones, but not elsewhere on the laps (i.e. in a corner). They will be limited to 250kw in other parts of the lap.
In addition, the boost button will be capped at 150kw or, if higher, the car’s existing deployment level.
The FIA states: "These measures are designed to reduce excessive closing speeds while maintaining overtaking opportunities and overall performance characteristics."
Ferrari have experienced an advantage at race starts over frontrunners Mercedes. They use a smaller turbocharger, mitigating the high turbo-lag other engines are experiencing.
All cars have to hold high revs for a longer period of time this season, which is why the new ‘blue light’ starting procedure was introduced.’ F1 has now made further changes to avoid massive crashes on the starting grid, as a result of cars not getting away cleanly at all.
In Miami, teams will trial a “low-power start detection system” where cars with low acceleration will immediately be identified. If or when this happens, the MGU-K will automatically be deployed to ensure a “minimum level of acceleration and mitigate start-related risks without introducing any sporting advantage.”
Visual warning systems, with rear and lateral flashing lights, will also be implemented, while cars will no longer arrive on the grid with depleted battery levels after the formation lap.