The last step necessary for these two brands to officially announce their entry into Formula 1 is now a reality: the engine regulations for 2026 have been approved, confirming the category’s commitment to hybrid engines and sustainable fuels.
It has been made to be asked and its delay has come to worry all the parties involved, but finally the new engine regulations for 2026 have been approved at the last meeting of the World Motor Sport Council (WMSC).
This means that Formula 1 and all its participants already know what the engine that will be used in the category from 2026 will be like and can start working on its development. Something that two new manufacturers are also going to do, Audi and Porschewhich in the next few days will officially announce their entry into this competition.
This is the F1 engine regulations for 2026
In addition to officially communicating the approval of the engine regulations for 2026 in Formula 1, the FIA has detailed the main points that will define said regulations. We tell you everything below.
Gas
The totally sustainable fuel it is a cornerstone of the 2026 regulation and all of its components must come from sustainable sources, whether non-food biobased, genuine municipal waste or sustainable carbon capture.
“The fuel regulations encourage any sustainable production method to be followed without prejudice to track performance, with the aim that fuel suppliers can use Formula 1 as a step on its own path towards globalization and the commercial extension of sustainable technology»says the FIA.
Also, fuel flow to the ICE will be limited by energy, not mass or volume. Further parameters will also be limited to ensure that the fuel developed is a relevant and competitive replacement gasoline, regardless of the production method.
Internal Combustion Engine (ICE)
ICE will maintain the architecture 1.6 liter V6 at the same revolutions per minute as today, with a reduced fuel flow rate to achieve a output power about 400kW.
ICE will be broadly divided into two parts:
- The bottomwhich includes engine block, crankshaft, connecting rods, pumps and
auxiliaries that will be more prescribed. - the top, focused primarily on the combustion zone and associated components. They will also have prescription, but there will be more freedom to develop the combustion system for the new fuel.
The objective is for the competition to focus mainly on the upper part, with the lower part being more dimensionally prescribed, and with longer homologation periods.
The ERS will increase its power to 350kW, The regulation will aim to increase the relevance on the road of the cells, the electronics and the MGUK
A series of standardization and simplification measures have been developed throughout the ICE to achieve cost reduction:
- MGUH will be removed.
- Variable trumpets will be removed and their drive and control systems. Limited ranges are defined for key dimensions (eg piston, crankshaft, block, valves, injector position, turbocharger wheels).
- The general volumes of legality are now defined with Greater precision.
- The material limitations they have been expanded to exclude many high-cost options.
- Expansion of component standardization or its design characteristics (injector, knock sensor, ignition coils, ‘powerbox’, torque/temperature/pressure sensors).
- The scope of supply has been expanded to secure parts such as exhaust systems, and accessories must be designed for full PU liferesulting in significant cost savings over a season.
- A defined calendar of updates and homologations to control development and specification changes between years.
Energy Recovery System (ERS)
The ERS will increase its power to 350kW. This will continue to be a key area of competition among power unit manufacturers, with an emphasis on power flow management to achieve the key goals of showmanship, increased hybridization, and similar overall performance to today’s PU.
- The regulations will aim increase relevance on the road of the cells, the power electronics and the MGUK.
- The cells will be a development area, but their supply will have provisions of non exclusivity to contain a possible cost escalation.
- have been imposed design constraints to enhance LRA security and surveillance capabilities.
- Controls have been introduced that limit or require recycling of critical materials.
General design of the Power Unit
The positioning of the key components of the PU is more restrictive in the 2026 regulation with the aim of prevent a long-term advantage or disadvantage. Thus, a range of reference volumes has been defined within which each PU element must be.
Sports Regulations of the Power Unit
For the new regulatory period, each driver will be able to use the following components for one season:
- 3 ICE units, turbocharger and exhaust.
- 2 battery systems and MGUK.
For the first year of these new rules (2026), these numbers will be increased by one.
Power Unit Test Bench Restrictions
This was the main point of disagreement between the motorists currently present in Formula 1 and the new ones: Audi and Porsche. Finally, and for reasons of cost control, clear definitions are given of the different PU test benches that can be used by a manufacturer for the development of its power units.
The potential PU testbeds – and the maximum numbers each manufacturer can use – are:
- Single Cylinder Dynamometers: 3
- Power Unit Dynamometers: 3
- Power Train Dynamometer: 1
- Complete car dynamometer: 1
- ERS Test Benches: 2
Furthermore, the number of hours of use of said tools will be the following:
financial regulation
The Power Unit Financial Regulations have been developed by the FIA with the assistance of Deloitte LLPwhich has issued a certification report to confirm that the proposed regulation is adequate to achieve the objectives illustrated below.
Objectives and cost cap level
Regulation that will enter into force as of January 1, 2023 to help achieve the following objectives:
- Promote long-term competitive balance.
- Promote long-term sports equity.
- Ensuring the long-term financial stability and sustainability of PU manufacturers, while preserving Formula 1’s unique technology and engineering challenge.
The cost cap level (adjusted for indexation) is set at $95 million for the 2022-2025 periods and at $130 million from 2026.
Exclusion of Costs
Main cost categories incurred by PU manufacturers excluded from calculation:
- Marketing Activities and Patrimonial Assets.
- Depreciation, Financial costs, Taxes, Exchange losses.
- Human Resources Activities, Financial Activities and Legal Activities.
- Health and Safety costs.
- Non PU activities.
- Manufacture and maintenance of PU leased to client teams.
- Activities related to the current generation of engines (2023-2025).
Infringements and sanctions
- Procedural violations will result in financial penalties or minor sporting penalties (in case of aggravating factors).
- Failure to comply with minor overspending (5% of the cost limit) will result in financial penalties and/or minor sporting penalties.
- Failure to spend excessive material ( = 5% of the cost limit) will result in mandatory championship point deductions (teams and/or drivers) and any other financial and/or sporting penalties.
- The non-submission violation will result in deductions of Mandatory Constructors’ Championship points and any other financial and/or sporting sanctions.
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