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Before we answer this question directly, it’s important to note that not everyone views the new regulations negatively.
It is accepted that qualifying in F1 has had a significant negative impact on the experience of driving at the limit.
Efforts have been made to correct this up to a point this year Big steps are underway for next year.
At the same time, most senior people in F1 – including some drivers – agree that it has had a positive effect on the race, although some argue that the increase in the number of opportunities is up to the compensation between artificial and payment states.
TV figures were up more than 20% for the first three tournaments – all three with Australia, China and Japan seeing the biggest increases. Miami is not available yet.
Now, regarding the genesis of the new regulations, when talks began five or so years ago, the target was to attract more manufacturers.
Since the direction of road-car technology at the time was strictly electric, it was decided in conjunction with the manufacturers to increase the rate of electrification.
A nominal 50-50 split between internal combustion and electrics has been agreed upon. Fully sustainable, carbon-neutral fuels are added for continued environmental reliability.
The MGU-H, part of the hybrid system that recovered power from the turbo, was removed. The reason was that it was complex and expensive – and therefore difficult for new manufacturers to compete with existing ones – and irrelevant to the road.
Following the announcement of those rules, Audi first committed to F1. Ford and General Motors soon followed suit, and Honda reversed its decision to quit.
If the rules hadn’t changed, F1 would now have at most three manufacturers, or perhaps just the two of Mercedes and Ferrari, if Renault had left before pulling out.
Instead, he has six.
The problems started when the teams began to see what the nearly 50-50 power split with the non-MGU-H engine meant in terms of performance for the cars.
Much earlier, at least by 2023, there were warnings that the cars would be power hungry.
Front-axle power steering could have solved this, but this was ruled out because it would have given Audi an advantage from its world endurance racing experience.
The result was a series of sticking-plaster solutions – like active aerodynamics – that only embellished the underlying problem.
It’s hard to get a real answer to why someone in power isn’t asking everyone to stop, step back for a minute, look at the bigger picture, and why a 50-50 split is so important. And should the sports tank change? Obviously, this was a failure.
So now the rules have to be adjusted. And solutions that could have been introduced before 2026 – changing the powertrain and making it more suitable for the internal combustion engine – could now be introduced for 2027.
Parallel talks are now underway on what’s next – from 2030 or 2031.
Streetcars have been diverted. Electrification is still coming, but – it seems – not at the same level or pace as was thought five or so years ago.
In F1, some degree of regression from electrification is inevitable. But how much remains to be seen.
A naturally aspirated engine – possibly a V8 – is also being pushed by FIA president Mohamed Ben Sulaiman, along with a token hybrid.
But for a variety of reasons, that ideal solution may not be acceptable to all stakeholders, even the panacea its proponents claim. Negotiations are ongoing.
