A Reset in Regulations

Formula 1 design, always an evolving sport

FORMULA 1 NEVER stands still. It’s a sport that thrives on evolution, constantly adapting to push the boundaries of technology and competition. Over its 75-year history, we’ve seen countless regulation changes, predominantly to the engine formula, but also in chassis design. From narrow-track cars to wider tyres, smaller front wings to ground effect, turbos and hybrids, each rule change has presented the best engineering minds in Formula 1 with a new challenge.

When I was growing up watching Formula 1 in the 1980s, there was far greater freedom in the rulebook. Teams were allowed to run with different engine configurations and cars would look wildly different in form and shape. Renault, then Ferrari, pioneered 1.5-liter turbos, competing against Cosworth’s naturally aspirated 3-liter V8 DFVs. By the end of the decade, after turbos were banned, the grid was a symphony of powerful 3.5-liter V10s and the unmistakable shrill of Ferrari’s V12.

But as speeds soared, so did the need for regulation and F1’s rule makers, the Fédération Internationale de l’Automobile (FIA) stepped in to curb both outright pace and costs. In 2005, at the peak of the V10 era, engines were screaming at 19,000rpm, producing close to 1,000bhp. The engineering was impressive — as was the noise — but to rein things in, the FIA introduced 2.4-liter V8s, enforced a rev limit, and froze engine development.

Within a few years manufacturers, under pressure from governments in the wake of the climate crisis, began exploring with electrical energy in F1 and it led to the birth of the kinetic energy recovery system (KERS). This was a pivotal moment — the first step toward a more eco-conscious sport.

As a result of this desire to ingratiate the car makers and make Formula 1 more sustainable, the hybrid era was introduced. In 2014, the sport moved to quieter, 1.6-liter V6 turbos. The new, complex engines utilized energy recovery methods, both kinetically and thermally. It was impressive technology, one that greatly improved the efficiency of the combustion engine but was lacking the raw emotion in ear-splitting sound when standing trackside compared to those V10 days.

Any big rule change can often have a negative impact on the competitive nature of Grand Prix racing. There is the fear that one team will get it right to the detriment of the others. It happened in 2009 when Brawn GP exploited a clever loophole in the new chassis regulations, and they dominated the championship that season. When the hybrid era began, Mercedes HPP seized the opportunity with an innovative design, splitting the turbocharger’s compressor and turbine. This clever solution lowered the center of gravity and enabled more airflow to the rear wing. As a result, they stole a march on the opposition and won eight consecutive Constructors’ titles.

After a decade with this engine, the performance difference between the power units has narrowed. Additionally, new chassis regulations introduced in 2021 have also matured to a point where the teams are now incredibly close in lap time. The desire for the last change in regulations was aimed at improving the racing. The shift of focus to ground effect aerodynamics was to reduce the impact of turbulent air and to enable drivers to follow another car more closely to fight for position. And the three years of stability in the regulations has made Formula 1 extremely competitive.

Last year, we saw seven different multiple winners and four teams celebrating victory. And already at the beginning of this season the margins are smaller than ever. In qualifying in Shanghai, the top 15 cars were covered in less than 1.2 seconds. It’s some of the closest racing we’ve witnessed in years.

Now, the next big shift is on the horizon. In 2026, Formula 1 will enter a new era with revised engine regulations and significant aerodynamic changes. It’s going to be a massive year for the sport with the arrival of two new manufacturers — Audi, who is developing its own power unit, is taking over Sauber — and General Motors, who has been given the green light to run its Cadillac brand, marking an 11th team in Formula 1.

The intricate heat recovery systems will be scrapped, simplifying the power units while still retaining the hybrid element and enabling a greater boost of electrical power for the driver. Additionally, the sport’s commitment to sustainable fuels remains a central pillar of the future. That’s important as it might open up the possibility to return to V10s one day.

On the chassis side, the era of the Drag Reduction System (DRS) will come to an end in 2026. Instead, drivers will have access to moveable aerodynamic devices on both the front and rear wings, with the freedom to activate them at their discretion, rather than in designated zones. It will be fascinating to see how this plays out on track. As we balance our resources at McLaren, between fighting for this year’s championship and designing our 2026 machine, a reset in the regulations is a challenge that excites us all.

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