Beta F1-Gears

Un artículo muy interesante socia, gracias 🥰 🥰 

Cita de: LaraCroft en Abr 01, 2026, 02:55 PMUn artículo muy interesante socia, gracias 🥰 🥰

De nada. Parece que Mercedes y Red Bull pillan todos los trucos, el resto de motoristas, a verlas venir 

F1's plan for immediate F1 rule tweaks after key summit - what we know

Formula 1 teams and the FIA have committed to making necessary changes to address concerns about the 2026 rules following a first technical meeting on Thursday to discuss potential tweaks.

Amid a consensus in the paddock that improvements can be made to the current F1 regulations to resolve some concerns about safety and the qualifying spectacle in particular, a first gathering of technical experts took place on April 9 to run through ideas.

A statement issued by the FIA afterwards made clear that the focus of debate was not about changes to improve the racing, but more about the energy starvation problems that have triggered wider issues.

While there is a sense that opinions may not necessarily be aligned in terms of what needs to change and how it should be changed, there does appear to be consensus that some form of action needs to be taken.

The FIA said: "It was generally agreed that although the events to date have provided exciting racing, there was a commitment to making tweaks to some aspects of the regulations in the area of energy management.

"There was constructive dialogue on difficult topics especially when considering the competitive nature of the stakeholders."

The meeting on Thursday is the first in a series of get togethers that are planned over the next few weeks to try to get rule tweaks in place for the Miami Grand Prix.

The FIA has laid out the framework for the process that will now take place before the next race.

A sporting regulations meeting is scheduled for April 15 to discuss any elements that are linked to that section of the rule book that would need to be altered to accommodate revised technical modifications.

Then a further session of technical experts has been lined up for the following day, April 16, to follow up discussions from today's initial meeting as well as air any fresh topics that come up as a consequence of further evaluation.

After that, team bosses will meet with senior figures from F1 and the FIA on April 20 to evaluate any agreed proposals with a view to getting them voted through the F1 Commission.

Any changes agreed at that meeting will then need to go through the FIA's World Motor Sport Council for final ratification before Miami.

https://www.the-race.com/formula-1/f1-commits-to-making-2026-rule-changes-after-difficult-talks/

Verstappen's race engineer to make shock McLaren switch

Max Verstappen's long-serving race engineer, Gianpiero Lambiase, is to leave Red Bull and make a shock switch to McLaren.

Lambiase's future had been the subject of speculation over the winter, as rival teams targeted the British-Italian engineer who had been pondering his long-term options.

Aston Martin had targeted him as a potential team principal, while there were rumours that Williams was also interested.

However, behind the scenes McLaren also entered the frame and became the preferred option as it made a bold bid to secure him in a senior management position.

As first reported in Dutch media, including De Telegraaf, and confirmed by sources with good knowledge of the situation, a deal is now in place for Lambiase to join McLaren when his current contract with Red Bull ends next year.

No official announcement has been made, and there has been no comment from either McLaren nor Red Bull about the situation, but sources have indicated the plan will be for him to work alongside and help support current team principal Andrea Stella.

It is understood that Lambiase's chief focus will be in taking on some of the in-weekend racing responsibilities that Stella currently has under his umbrella.

The growing complexity of F1 operations means that the role of team principal can now no longer cover everything, and McLaren has felt that bringing in someone with Lambiase's experience and talent will be a big help.

The move will take place at the start of 2028 unless an agreement is reached between McLaren and Red Bull for it to happen earlier.

Lambiase's planned move away from Red Bull comes at a pivotal time for both the team and Verstappen – who is pondering his own future.

He and Verstappen have built up a super close bond together that has carried them to four world championships.

After last year's title defeat in Abu Dhabi, Verstappen praised Lambiase following some emotional scenes on the pit wall.

Verstappen said: "It's been an emotional year. Forget about the results this year.

"I also don't want to go too much into detail, but it's been tough. But I'm very happy to be able to work with someone that passionate."

Lambiase moving on also comes against the backdrop of Verstappen having lost several close allies in recent years, including Red Bull motorsport advisor Helmut Marko , chief mechanic Matt Caller, sporting director Jonathan Wheatley and and Ole Schack, who was a long-serving front end mechanic for Verstappen.

https://www.the-race.com/formula-1/max-verstappen-race-engineer-shock-mclaren-switch/

What losing key Red Bull confidant means for Verstappen

News of Gianpiero Lambiase's planned switch from Red Bull to its Formula 1 rival McLaren will not have come out of the blue for Max Verstappen, as he will have known about the deal being in place for several weeks.

But, at a time when Verstappen is pondering what exactly he does with his F1 future, the significance of the looming loss of perhaps his closest remaining ally at Red Bull should not be played down.

While Verstappen's decision about what happens next for him rests on a host of factors, the most significant of which is his dislike of the 2026 regulations, there are extra elements feeding into things.

Red Bull's competitive situation will not be helping (even though Verstappen denies this is a factor), but it's the guaranteed ending now of a partnership with Lambiase that began from Verstappen's very first race (and win) with the senior team that could sway things on a more personal level.

Lambiase's call to switch teams means that whatever Verstappen does, a life change is coming which means race weekends are going to be very different whether he stays in F1 or not.

Lambiase and Verstappen have formed a formidable partnership - in fact an iconic driver/engineer pairing - ever since the 2016 Spanish Grand Prix.

They have a bond that has often been likened to being an old married couple, owing to the many years they have worked together and the bickering nature of their dynamic at times.

But this should not be viewed as a criticism of their partnership. It is in fact a strength of an enduring relationship for a pair who have fought, argued, cried, and cheered together, experiencing every possible emotion alongside the many wins and four F1 drivers' championship titles.

Lambiase has a direct line to Verstappen, and vice versa, and uses that to good effect.

He has consistently been the only person in the paddock who can give Verstappen as good as he gets - and this has to be seen as a positive for Red Bull in getting the very best out of Verstappen too.

There is a bluntness that all drivers need at some point, but sometimes it is not easy for team members to rein in a driver who is put up on a pedestal.

One of Lambiase's big strengths was that he was never cowered by his driver, often giving as good as he got over team radio but without that, then leading to lingering tensions afterwards.

Sure, there have been flashpoints, and the need for post-event discussions, but the pair always knew where they stood with each other and why these challenging moments were needed if they were going to deliver the best in F1.

It would be wrong, though, to suggest that without Lambiase there is zero future for Verstappen at Red Bull. Life in F1 moves on very quickly when staff depart.

Over the years, Verstappen has already had some exposure to working with others within the Red Bull organisation, whether through different voices being brought in for certain sessions, or when other engineers have covered races where Lambiase was absent for personal reasons.

But there is a significant difference between an interim solution that works around someone's entirely understandable personal commitments and accepting a lesser arrangement on a permanent basis.

The strong bonds that are essential for a driver/engineer relationship to reach its potential take time; and starting again with someone at this stage of his career may be something that Verstappen does not want to do right now.

It is also worth stressing that Verstappen will understand why this decision has been made and what has prompted Lambiase to seek pastures new.

Verstappen was entirely empathetic towards Lambiase's situation last year and he will know this decision has not been taken lightly.

But there is a big difference between understanding someone's decision and being immune from the consequences of it.

Lambiase's exit from Red Bull, whether it has to wait until 2028 or an agreement can be reached for it to happen earlier, will surely therefore not help Red Bull's chances of retaining Verstappen long term.

This is especially true given he is already weighing up a sabbatical driven by his general dislike of the current regulations.

Verstappen has always said enjoyment is his number-one priority, with competitiveness coming after. But losing people he likes, trusts, and respects impacts both his enjoyment and the likelihood of success.

There may well come a point, if it has not already, where Verstappen looks around the garage, the place he speaks of so warmly as his second family, and thinks that while he is not surrounded by strangers, it is not the same team and family that he fought so hard for, and that has fought so hard for him.

And it is against that backdrop that the decision on his F1 future, and by implication what Red Bull's next few years look like, will hang.

https://www.the-race.com/formula-1/what-losing-key-red-bull-confidant-means-for-verstappen/

Our verdict on Verstappen's race engineer's bombshell McLaren switch

There are few race engineers in Formula 1 history with quite as much instant recognition as Gianpiero Lambiase, who is set for a shock switch away from Red Bull and Max Verstappen's stable to join rival McLaren when his contract expires next year.

The departure of any such senior figure would be a blow to any F1 team; but how badly will it rock a Red Bull team that has lost so much of its senior leadership team these past two years?

Perhaps more importantly, how will it affect Verstappen - who was understood to already have been seriously considering his future in F1?

Here's our team's reaction:

'New' Red Bull hasn't stopped the rot

Lambiase is the latest in a very long line of departures over recent years since the passing of Red Bull co-founder Dietrich Mateschitz in 2022.

Christian Horner was sacked last year, and Helmut Marko moved aside. Before that, design legend Adrian Newey had left, so too sporting director Jonathan Wheatley. Rob Marshall joined McLaren, where he is now chief designer, and Lambiase will reunite with Red Bull's former strategy chief Will Courtenay at McLaren too.

Other exits have followed in recent months: chief designer Craig Skinner and Verstappen's chief mechanic Matt Caller left over the winter, and long-serving front-end mechanic Ole Schack will leave too.

These are just a small number of people within an organisation that spans more than a thousand, and there will be others who have left that are not as high profile. But these are the people who set the direction, established the culture, made the key decisions, had a tonne of experience and were absolutely core to the team's rise and success.

They are material losses in terms of their expertise, experience, and place within the organisation, and they represent a serious blow to the new Red Bull era - led ostensibly by Laurent Mekies, but ultimately reporting to the Austrian corporate side of Red Bull under Oliver Mintzlaff.

Such a steady stream of departures shows that Red Bull's problems run much deeper than whatever issues existed under Horner's leadership - and there were issues. But the 'new' Red Bull has not been able to stop the rot off track.

It risks being something of a sinking ship, especially as on track the performance is extremely disappointing in early 2026, with question marks over the technical leadership and the direction the team has taken over the last couple of years.

We need to acknowledge - and respect - there is likely a significant personal factor in Lambiase's decision. So in isolation it could mean nothing more than a person doing what is best for them and their family.

However that does not change the move being part of a wider trend of Red Bull losing its most influential personnel.

Red Bull needs to get back on the front foot

Adrian Newey. Jonathan Wheatley. Now Gianpiero Lambiase. Max Verstappen soon? It feels like big names have only left Red Bull, rather than joined it, over the last two years.

And while there's plenty of great talent still there, I can't help but feel it needs to make go on an aggressive senior recruitment drive of its own.

After all, at its best, this is still a frontrunning F1 team, one that had the best car at stages last year.

It's done a perfectly solid job with its first-ever F1 power unit, too. Everyone expected that to be Red Bull's main 2026 deficit, but it's actually been the car.

So it still has a nice bit of pulling power. Why not use it and make sure you're attracting new pillars of the team, not just losing them?

Something akin to its big swoops for Adrian Newey and Peter Prodromou from McLaren and Rob Marshall from world champion Renault in the mid-2000s feels sorely needed now.

A troubling end of an era for Red Bull and Verstappen

McLaren's success in singing Gianpiero Lambiase - both convincing him to leave Red Bull and beating rivals including Aston Martin to his signature - is a big coup.

But the loss is even greater for Red Bull, as it has an impact not only on the senior management operations at the team but it also has to influence any decision Max Verstappen makes on his future.

Lambiase has been a stalwart for both Red Bull and Verstappen, and someone so central to the success that they have all achieved together. Replacing someone of his calibre and experience will not be easy.

Losing him is the end of an era for Verstappen too; and will almost certainly serve to increase the four-time champion's viewpoint that now could be the time to take that sabbatical and think about where he goes with his life longer term.

From Red Bull's perspective, off the back of a challenging start to the year, the loss of Lambiase is a further sign of the one-way revolving door that has led to a host of senior staff exits - pointing to a cyclical change in a team that came so close to winning the world championship last year but now appears to be heading for more challenging times.

Red Bull's fight or flight moment

All empires fall, and this news definitely feels like another blow for the previously mighty Red Bull regime.

Helmut Marko, Matt Caller, Jonathan Wheatley, Ole Schack; the list of big Red Bull exits goes on.

Mercedes went through a similar haemorrhaging of staff as part of its era of turbo-hybrid rules success. It's natural that all teams go through it. Good people become very attractive to other teams.

You can choose to view this in a few ways. The pessimistic outlook says this is the end of Red Bull's F1 success for at least the near future, and that if most of the people involved in Verstappen's success have gone, that's one thing fewer keeping him there.

But you could also choose to view this in an optimistic way. Laurent Mekies is still new in the job and while less able to make sweeping changes than Christian Horner would have been, he's still tasked with building this new version of Red Bull. And he's shown a lot of promise he can manage this team effectively.

Replacing champions is sometimes impossible. But in F1, replacing champions is always inevitable. It's fight or flight time for Red Bull.

Verstappen sabbatical only feels more likely

This news will undoubtedly feed into the yin and yang of Verstappen's upcoming career decision, and I tend to think it will push him even closer to potentially taking a sabbatical.

At 28, he's young enough to have one, especially when you consider that Alain Prost's in 1992 was taken when the also four-time world champion was 37!

I've seen in Formula E, a discipline Verstappen kind of passively aggressively spewed forth a few months ago, that the driver-engineer dynamic is absolutely crucial. The new skills of lift and coast and managing battery energy extract much more from an engaged driver and replicating that almost sixth-sense skill, while simultaneously racing wheel-to-wheel, should not be underestimated. There is a reason that Formula E drivers and engineers have very long lead times together and endure.

Verstappen is showing classic signs of not enjoying being an underdog in F1 now and this transitional phase for Red Bull will likely go on for a while. The question then is does the recapturing of the joy, something that has been eviscerated with the new regulations, occur before he has to make his next big career decision, whether it be in F1 or in another sphere?

If you roll in the fact Verstappen will have to develop a new relationship with a new engineer, something which will take time in terms of pure assimilation on many levels, then the evidence starts to point more starkly at a sabbatical period.

On Wednesday, Verstappen was at Paul Ricard checking out the GT World Challenge Europe paddock (where Lance Stroll is also racing this weekend).

It's clear that he is mulling over his next moves, while knowing that a future re-entry into F1 after a sabbatical, while not easy, would be his for the taking should he wish to go that route.

https://www.the-race.com/formula-1/mclaren-snatches-verstappen-f1-engineer-lambiase-our-verdict/

F1 agrees package of mid-season 2026 rule changes

Formula 1 teams and series bosses have unanimously agreed a raft of changes to the 2026 regulations at a crunch meeting on Monday.

The get together of teams, power unit manufacturers, F1 and the FIA on Monday afternoon had targeted several adjustments to address concerns about safety and the qualifying spectacle of the new generation cars.

Rather than targeting a full-scale overhaul of the ruleset, the discussions were always going to be about refinement of the electrical elements to increase flat-out driving in qualifying and reduce potential for high closing speeds between cars.

Several proposals had been put forward for discussions after a series of meetings that had taken place over recent weeks involving technical experts, as well as drivers.

Following two hours of talks covering the various ideas, there was agreement from all parties about what proposals would be introduced - and the majority will take effect immediately from the next race in Miami at the start of May.

Although the changes need approval from the FIA World Motor Sport Council, this should be a formality.

Key changes summarised
·      The recharge limit in qualifying will be reduced from 8MJ to 7MJ for each lap. This reduction will ensure more of the lap is run flat out with less need for unusual energy recovery tactics.

·      The super clipping recharge allowance will be increased from 250kW to 350kW in both qualifying and the races. This will avoid the temptation for drivers to lift and coast to recover energy.

·      Additional safety protocols will be introduced for race starts – both to act as warnings to other drivers that rivals may be slow away. Technical changes are also being evaluated to help slower cars get away better. Tests of this are expected to take place in Miami before it's fully introduced, whereas the other changes will happen with immediate effect.

·      Boost limits will be changed during races to avoid risks of big closing speeds in unexpected areas. The maximum power available will be capped at an extra 150kW above current power levels, with limits of 250kW in areas that are not key acceleration areas.

Power limits will be adjusted in wet weather races, to minimise risks of the cars being too difficult to drive.

FIA president Mohammed Ben Sulayem believes the modifications to the rules achieved the aim of solving early problems but also ensuring F1 remained strong.

"Safety and sporting fairness remain the FIA's highest priorities," he said. "These changes have been introduced to address the issues identified in the opening events and to ensure the continued integrity and quality of the competition."

Ben Sulayem also praised the outcome of "constructive and collaborative" work conducted by all parties to get to this point, as he said it had been critical to get driver input factored in.

"While we have faced an unexpected gap in the calendar due to circumstances beyond the sport, all parties have remained fully committed to acting in the best interests of F1," he said.

"More than ever, the drivers have been at the heart of these discussions, and I would like to thank them for their valuable input throughout this process."

Changes in full
Qualifying - promoting performance

Adjustments to energy management parameters, including a reduction in maximum permitted recharge from 8MJ to 7MJ, aimed at reducing excessive harvesting and encouraging more consistent flat-out driving. This change targets a maximum superclip duration reduced to approximately 2-4 seconds per lap.

Peak superclip power increased to 350kW, previously being 250kW, further reducing the time spent recharging, and reducing driver workload on energy management.

This will also be applied in Race conditions.

The number of events where alternative lower energy limits may apply has been increased from 8 to 12 races, allowing greater adaptation to circuit characteristics.

Race - improved safety and consistency of performance

The maximum power available through the Boost in race conditions is now capped at +150kW (or the car's current power level at activation if higher) limiting sudden performance differentials.

MGU-K deployment is maintained at 350kW in key acceleration zones (from corner exit to braking point, including overtaking zones) but will be limited to 250kW in other parts of the lap.
 
These measures are designed to reduce excessive closing speeds while maintaining overtaking opportunities and overall performance characteristics.

Race starts - enhanced safety mechanisms

A new "low power start detection" system has been developed, capable of identifying cars with abnormally low acceleration shortly after clutch release.

In such cases, an automatic MGU-K deployment will be triggered to ensure a minimum level of acceleration and mitigate start-related risks without introducing any sporting advantage.

An associated visual warning system is being introduced, activating flashing lights (rear and lateral) on affected cars to alert following drivers.

A reset of the energy counter at the start of the formation lap has also been implemented to correct a previously identified system inconsistency.

Wet conditions - improving safety and visibility

Tyre blanket temperatures for intermediate tyres have been increased following driver feedback in order to improve initial grip and tyre performance in wet conditions.

Maximum ERS deployment will be reduced, limiting torque and improving car control in low-grip conditions.

The rear light systems have been simplified, with clearer and more consistent visual cues to improve visibility and reaction time for following drivers in poor conditions.

https://www.the-race.com/formula-1/f1-2026-mid-season-rule-changes/

What we make of F1's first go at fixing its 2026 problems

Boring. Sensible. Prudent. Rational.

These are the kind of words that come to mind in summing up the outcome of Formula 1's crunch rules summit on the 2026 regulations.

We didn't get anything close to a regulatory revolution (but that was never on the cards anyway), and there was no leftfield solution that emerged out of the blue to guarantee all of F1's problems would be solved by the time of the Miami Grand Prix.

The Race understands, however, that there were some aggressive ideas on the table that had been up for discussion over recent weeks.

While the details of those are not known right now, it is believed that they would have meant being bolder with adjusting recharging, boost limits, or active aero modes. However, they did not get as far as approval despite some support from F1 and the FIA.

Sources suggest some of these ideas were parked (for now) because they were potentially too complicated, too unproven, and it was felt this was not the right time to try things that were any more extreme than they needed to be.

Instead, being sensible won out.

The changes agreed were about pulling some obvious levers in tweaking the energy numbers, in a bid to better align the physics of the current cars with what people think F1 should be.

But being prudent does not mean that what F1 has ended up with is a damp squib, nor that a golden opportunity has been missed for a proper shake-up.

In fact, because the tweaks are so logical, with the explanations for each of the rules modifications having a rational and easily understandable explanation, they are the absolute proof of this process being led by a common-sense approach to ensure things work, however unexciting that may be.

For example, elements such as the reduction of the recharge limit from 8MJ to 7MJ is not just a case of teams, F1 and the FIA plucking a number out of the air that sounded good.

Detailed analysis and simulation by teams had gone into getting these final decisions across the line.

Telemetry plots were created and analysed to see how cars would perform with different energy levels around various tracks. Their performance profiles around the corners and their speed traces down the straights were scrutinised in detail to evaluate best where things needed to be pitched.

The final call then came down to one based on data of where F1 wanted the compromise to be.

The more you cut the recharge limit, the less energy that would need to be recovered and the more flat-out qualifying could be. But heading in that direction comes at the cost of laptime.

In the end, a 7MJ limit that will increase laptimes by just under one second at a typical track was viewed as a better bet than a 6MJ limit that increased it by around twice that.

For weeks now, the messaging from numerous stakeholders in the paddock has been of the need to use a scalpel rather than a sledgehammer (or a baseball bat as Toto Wolff said on Monday) to make positive changes, which is exactly what has been done.

Each of the modifications announced should bring benefits in their own way.

Reduced recharge limits in qualifying will prevent extreme energy-harvesting tactics. The new deployment restrictions, especially the 250kW cap in non-hard acceleration zones, should minimise huge closing speeds between cars. The new low power start detection concept should help make the first moments of a race safer.

Everything is a step in the right direction. But it is just that: a step.

Most of those present on the video conference meeting - including those from the FIA and Formula One Management - would probably concede in private that F1 cannot head to Miami and think that all its early-season challenges are now behind it.

First of all, simulations do not always match up to reality. And, considering there are plenty of examples of unintended consequences with these regulations already, F1 still needs to see how these revisions work in the heat of competition.

The rules tweaks agreed also do not appear to have fully addressed some key elements that have annoyed drivers and fans alike.

There has been no more grating sight and sound for many this year than seeing and hearing the F1 cars losing 50km/h down the straights once they run out of battery power.

It's not a good image - it's especially terrible from the onboards - and the drivers don't like it. As world champion Lando Norris said in Japan: "It still hurts your soul seeing your speed dropping so much."

Lowering the recharge limit may help improve things on this front slightly because drivers are going to have to be more selective about where they deploy maximum power - so top speeds may be lower, and the acceleration and deceleration curves will be smoother.

However, less recharge means less energy overall and more of the straights where cars are without extra battery power on tap. So the speed drops are still going to be significant, and critics will continue to point this out.

Just as the lack of noise from the turbo hybrid cars in 2014 acted as a rallying call for those who didn't like that rules era, so the huge speed drop-offs on straights could end up fulfilling a similar role right now in unifying those who don't enjoy contemporary F1.

There is no doubt that more will need to be done before F1 can feel comfortable that all the problems with the current regulations are cured. And it may take more rules summits and bigger tweaks for 2027 to get a lot closer to that point.

But what F1 does have now, at least, is a proof of concept for change.

It's that the teams can get their technical chiefs together to come up with well-considered ideas; that they can go away and test them, and that subsequent intelligent improvements can then secure the F1 Commission support needed to be etched into the rulebook, rather than everything getting derailed by petty politics and selfishness.

After all, much worse than this rules summit having a boring, sensible, prudent and rational outcome would have been to do nothing at all.

https://www.the-race.com/formula-1/the-reality-of-f1s-boring-2026-rules-changes/

F1 hints at major engine rules pivot for 2031 - what we know

F1 CEO Stefano Domenicali says Formula 1 and its power unit manufacturers are in "less of a corner" when it comes to the formulation of the next-generation power units than they were when the current engines were conceived.

Speaking in an exclusive interview with The Race F1 Podcast, F1 CEO Domenicali stood by the decision-making process that led to the current engines having a notional 50/50 split of electrical and V6 power, as it reflected the prevailing conditions of car manufacturers adopting all-electric strategies.

While electrification remains important to the automotive industry, there has now been a move to a more diverse strategic approach in terms of energy sources meaning that there will be no need to continue with the existing engines in the long term. This will give F1 and the manufacturers greater flexibility, with cheaper, lighter engines the target.

This opens the door to a potential switch to V8 or V10 engines, powered by advanced sustainable fuels with some degree of hybrid power. The next power unit regulation cycle is currently intended for introduction in 2031, after five years with the current concept, but that timeline isn't set in stone.

"The process will maybe be different, with the FIA presenting a proposition knowing the situation of the [manufacturers] involved in the sport that will consider the situation today is different from five years ago," Domenicali told The Race. "I believe that the manufacturers will not anymore be in a position to say that's the only way to go. That's the main different topic if you compare it to five years ago.

"So in a way, we are in a situation that we are less in a corner, where five years ago we were. That's why there could be more possibilities to have different options that the FIA can present to the manufacturers, in agreement with us and in agreement with what is the best for F1."

Domenicali has put cost cutting and the reduction of weight with engines that are relevant to automotive manufacturers at the top of his wish list, which would be part of a simplified power unit concept that would also produce good racing.

These were the key points he raised when asked if, given his robust defence of the current engine regulations, there was not an argument to continue to use them in the longer-term.

"No, I tell you why," said Domenicali. "It's not a problem of continuity. The cost of the power unit is too high, that is definite. We have the duty to make sure that this business is sustainable, we need to have products that are technologically relevant, and therefore the cost of this is too high.

"The other thing is related to the weight. If there is a new opportunity to have weight reduced, and the only way to reduce it is to reduce the dimension and the weight of the battery, it has to be considered for F1."

The process of formulating the regulations will start this year but take time, with the FIA as the regulator at the forefront of driving it. Even if there were a desire to make the change earlier than 2031, there is a limit to how early this could happen given there is also a design and development lead time to factor in.

"What is clear is that the regulator is the FIA, so the FIA has the responsibility to propose a package," said Domenicali. "It's pretty clear that the attention on full-electric in the automotive industry has gone out, so the fact that we were the first to focus on hybrid and sustainable fuel could [allow us to] take that direction further in the future.

"We could be in a good spot to redefine the weight of the cars. That is a very important point that with the batteries, unfortunately, has gone in a certain direction. And therefore I believe that the FIA will be ready to discuss that, keeping the sustainable fuel once again at the centre of the technical equation, and trying to find a different balance between the hybridisation versus the internal combustion engines. That's what I think will happen.

"In terms of the technical moment of it, the new moment this could come in could be '31. But then the discussion will be addressed by the FIA, with the engine manufacturers, to see if the proposition that will be discussed and presented soon could be possible to anticipate, [and] is something that we will discuss this year."

https://www.the-race.com/formula-1/f1-hints-at-major-engine-rules-pivot-for-2031-wh/

 gracias socia 💖 

Cita de: llumia en Abr 24, 2026, 07:48 AMF1 agrees package of mid-season 2026 rule changes

https://www.the-race.com/formula-1/f1-2026-mid-season-rule-changes/

Un pequeño resumen a esto que puso llumia:


Nachez @Nachez98 · 20 abril

🚨 ÚLTIMA HORA 🚨

⬇️ Estos son los cambios al reglamento aprobados en la reunión de hoy

⏱️ Qualy:
🔸Reducción de recuperación de energía a 7MJ
🔹Superclipping a 350kW
🔸Se podrá modificar la recuperación máxima de energíaen 12 carreras (antes estaba previsto en 8)

🏁Carrera
🔹Boost limitado a +150kW
🔸MGU-K a 350kW desde salida de curva hasta frenado y a 250kW en curvas
🔹Se ha implementado un modo que da energía en la salida a los coches que salgan lentos
🔸Otras mejoras de seguridad (luces intermitentes, cambios en lluvia...)

Todas llegarán en Miami y las de salida llegarán más adelante



❓ ¿Qué implicaciones tienen todos estos cambios?

🔸 El aumento del Superclipping a 350kW y la reducción de recarga máxima a 7MJ reduce el tiempo de superclipping a 2-4 segundos por vuelta

🔹 Limitar el modo Boost aumentará la duración de la batería

🔸 Limitar a 250kW en algunas partes del circuito aumentará la batería

👉 En general debería provocar que los pilotos estén cerca de ir a tope en Qualy y menos gestión en carrera

🤷�♂️ Pero una cosa es la teoría y otra la práctica, donde todos quieren sacar el máximo rendimiento posible


______________________



‼️ Los cambios aprobados ayer en la reunión entre FIA y equipos son un simple paso más, no un paso definitivo. Se prevén más reuniones este año

👉🏻 Lo que veremos es una PRUEBA de concepto para el cambio que está por venir, sobre todo con miras en 2027

❌ Algunas ideas agresivas que se rechazaron por ser demasiado complicadas y no haberlas probado lo suficiente

📉 La disminución de velocidad a final de recta seguirá siendo significativa

⚠️ La reducción de potencia a 250kW se aplicará en zonas sin aceleración brusca




====================


Sinceramente, es un lío entender todo esto. Una de las cosas por la que no termina de enganchar la Fórmula E es precisamente porque cuesta más de entender todo ese rollo de kW y «julitos» y ahora van y nos lo traen aquí .

El Red Bull en el filming day que hicieron esta semana.






Han añadido unos aletines en el Halo. Sí, ya sé que la foto es una «miaja» pequeña  .

Nachez @Nachez98 · 20 abril

🆕 Además de un coche prácticamente nuevo, Ferrari bajará de peso en Miami

👉Concretamente ganarán alrededor de 1/10 parte de su peso. Por lo tanto el SF-26 pesará por debajo del mínimo

👉 Llegará un suelo, alerón delantero COMPLETAMENTE NUEVO, alerón trasero macarena, los deflectores en el halo (esta vez de fibra de carbono) y más



___________________



🚨 CONFIRMADO | El alerón 'Macarena' volverá en Miami

😳 Ahora lleva un elemento aerodinámico en el centro, probablemente para equilibrarlo durante la rotación

👉 También volverán los deflectores del Halo, esta vez con acabados en fibra de carbono

Turquía está de vuelta.


Formula 1 @F1 · 24 abril

BREAKING: The Turkish Grand Prix will return to the calendar from 2027 as part of a new five-year agreement 🇹🇷

Nachez @Nachez98 · 23 abr.

🚨 OFICIAL | La FIA extiende el tiempo de los Libres 1 en Miami a 90 minutos

⚠️ Se ADELANTARÁ media hora. 18:00h española

👉 La decisión se debe a la falta de pruebas tras los cambios regulatorios y el formato Sprint