Formula 1 in 2026: Will drivers still make a difference after the rules are reset?

However, there is an ongoing debate in Formula One about whether the new cars have taken the sport too far from the purity of driving challenge, and some believe changes could be made to reduce levels of energy management.

Currently, the energy recovery rate using a “super clip” – frankly, a term that is best kept out of public consumption due to the potential for confusion – can be achieved at a maximum of 250 kW.

But the engines are able to recover power at 350 kilowatts, which is done when the driver lifts off the accelerator. So why not let them do that when they are outside?

Another proposal is to reduce the power of the electric part of the engine, which is currently limited to 350 kW (470 hp), to around 300 kW (402 hp) or even 250 kW (335 hp). The idea is to reduce overall power while allowing it to be used for longer, to make driving feel more natural.

To go further, some may want to increase the amount of fuel the engine is allowed to use, and rebalance the ratio between ICE and electric, perhaps to 65:35 or 70:30.

The opposing view is that the latter two would require sweeping changes to the engine design and other aspects of the car such as gear ratios. Opponents also say it will not have the desired effect.

A related issue is the new “Override” button. This replaces the Overtaking Assist System (DRS), which is no longer present because both the front and rear wings open on the straights, and is part of a series of modifications made as a result of the new engine formula.

An “overrun” mode provides drivers with electric power for a longer period. It doesn’t create more power or, as DRS used to, more speed. As a result, overtaking is expected to be difficult.

Here lies another argument for reducing the electrical output to 300 kW – so the remaining 50 kW can be used in bypass mode.

An additional complication is that all circuits require different levels of power management.

In Bahrain, the above techniques were not needed as there were too many braking phases in slow corners to recover energy in the standard way.

But Albert Park, which hosts the season-opening Australian Grand Prix on March 8, is a power-hungry circuit, and lift, coasting and supercross are expected to be needed extensively, even in qualifying.

Melbourne joins Saudi Arabia, Austria, Silverstone, Monza, Azerbaijan and Las Vegas among the worst tracks for energy – tracks with long straights but not much ease for recovery in braking zones.

Teams are in ongoing discussions about whether action should be taken, and if so, what form it should take, with the governing body of the FIA ​​and Formula 1.

“There are definitely still situations where a driver needs to approach driving in a way that is not common – (where) we drive as fast as we can, brake as late as we can, and go as fast as we can around every corner,” says Stella.

He continued: “When it comes to improving the balance between the regulations as they currently stand and some of the other driving challenges, there is time to fix that.

“For example, there is a way to change the way we deploy the electric motor so that the requirement to perform these special maneuvers is reduced.

“So there are things that can be done in the future, but I think we have to watch a little more at some of the other circuits (before we decide what to do).”