2025/2026 Hybrid Powerunit speculation

[gruntguru]

OK, I am starting to re-think the definition of "driver maximum power demand". The term only appears two times in the tech regs and there is no definition offered. I agree with @Karana that this refers to a Control System parameter - specifically a power/torque level that is the maximum available at any given engine speed. So - if the driver floors the accelerator, "driver maximum power demand" is the power (mapped to rpm) that will be available at that instant.

• In all cases it will at that instant be equal to the max ICE power (mapped to rpm) available in the current mode setting, plus at least 200 KW from the MGU-K.

• The control system may then reduce the value during this full throttle period (by reducing the MGU-K output) at the rate limited by the regs. This reduction is entirely to accomplish 1. Electrical energy saving and 2. (at MGU-K output below zero) harvesting.

Driver maximum power demand to me means that the driver has the accelerator pedal at 100%. Demanding all that the PU can give them.

I agree that the term applies only to WOT operation but it means more than that. The wording suggests that "driver maximum power demand" is the power output available when the driver is at WOT.

I totally agree that the wording suggests something else. "Demand" suggests an input value - the value being demanded by the driver - not an output. I think the FIA are using ESL writers or translators to write up the tech regs.

[wuzak]

OK, I am starting to re-think the definition of "driver maximum power demand". The term only appears two times in the tech regs and there is no definition offered. I agree with @Karana that this refers to a Control System parameter - specifically a power/torque level that is the maximum available at any given engine speed. So - if the driver floors the accelerator, "driver maximum power demand" is the power (mapped to rpm) that will be available at that instant.

• In all cases it will at that instant be equal to the max ICE power (mapped to rpm) available in the current mode setting, plus at least 200 KW from the MGU-K.

• The control system may then reduce the value during this full throttle period (by reducing the MGU-K output) at the rate limited by the regs. This reduction is entirely to accomplish 1. Electrical energy saving and 2. (at MGU-K output below zero) harvesting.

Driver maximum power demand to me means that the driver has the accelerator pedal at 100%. Demanding all that the PU can give them.

I agree that the term applies only to WOT operation but it means more than that. The wording suggests that "driver maximum power demand" is the power output available when the driver is at WOT.

I totally agree that the wording suggests something else. "Demand" suggests an input value - the value being demanded by the driver - not an output. I think the FIA are using ESL writers or translators to write up the tech regs.

It used to be that the control regulations were written in French. Not sure if, or when, that changed to English.

[saviour stivala]

The FIA introduced (for 2026) track dependent energy rules for the new hybrid power unit to insure safety and maintain race quality. These rules are to prevent excessive speeds on certain tracks and will manage the power deployment, with specific restrictions planed for circuits like Monaco and singapore where speeds will be lower, ''Speed based power tapering'': Regulations will gradually reduce the electric power as cars reach higher speeds (above 300 km/h) to control top speeds. ''Managed energy reduction'': There are limits on how quickly the power can be reduced to prevent sudden dangereuse drops in performanced. ''Focus on efficiency'': The rules are designed to prevent a situation where drivers have to lift off the throttle on straights to conserve energy, ensuring a more consistent and high quality racing experience. From the above, one can see that ''Driver power demand/ full throttle'' The driver have control on ICE power deployed as demanded, But he have no control on the electrical part of the power output added to the crankshaft.

[venkyhere]

The FIA introduced (for 2026) track dependent energy rules for the new hybrid power unit to insure safety and maintain race quality. These rules are to prevent excessive speeds on certain tracks and will manage the power deployment, with specific restrictions planed for circuits like Monaco and singapore where speeds will be lower, ''Speed based power tapering'': Regulations will gradually reduce the electric power as cars reach higher speeds (above 300 km/h) to control top speeds. ''Managed energy reduction'': There are limits on how quickly the power can be reduced to prevent sudden dangereuse drops in performanced. ''Focus on efficiency'': The rules are designed to prevent a situation where drivers have to lift off the throttle on straights to conserve energy, ensuring a more consistent and high quality racing experience. From the above, one can see that ''Driver power demand/ full throttle'' The driver have control on ICE power deployed as demanded, But he have no control on the electrical part of the power output added to the crankshaft.

if this is true, I will skip watching F1 for the entire duration of this formula. It's as dumb as it can get, the racing will be pathetic. If it comes down to this, I think we might as well have RC-cars or AI-driven racing. The human is not needed.

[karana]

The FIA introduced (for 2026) track dependent energy rules for the new hybrid power unit to insure safety and maintain race quality. These rules are to prevent excessive speeds on certain tracks and will manage the power deployment, with specific restrictions planed for circuits like Monaco and singapore where speeds will be lower, ''Speed based power tapering'': Regulations will gradually reduce the electric power as cars reach higher speeds (above 300 km/h) to control top speeds. ''Managed energy reduction'': There are limits on how quickly the power can be reduced to prevent sudden dangereuse drops in performanced. ''Focus on efficiency'': The rules are designed to prevent a situation where drivers have to lift off the throttle on straights to conserve energy, ensuring a more consistent and high quality racing experience. From the above, one can see that ''Driver power demand/ full throttle'' The driver have control on ICE power deployed as demanded, But he have no control on the electrical part of the power output added to the crankshaft.

if this is true, I will skip watching F1 for the entire duration of this formula. It's as dumb as it can get, the racing will be pathetic. If it comes down to this, I think we might as well have RC-cars or AI-driven racing. The human is not needed.

This is obviously wrong. As already mentioned earlier, the PU output cannot be increased during full throttle periods. If the driver only controls the ICE, this would mean that either you can only run at 400kW during full throttle periods or the MGUK output must be increased by the CE while the driver is simultaneously increasing the ICE output. Neither the FIA, the engineers nor the drivers would want that, it just doesn't make sense.

[saviour stivala]

The FIA introduced (for 2026) track dependent energy rules for the new hybrid power unit to insure safety and maintain race quality. These rules are to prevent excessive speeds on certain tracks and will manage the power deployment, with specific restrictions planed for circuits like Monaco and singapore where speeds will be lower, ''Speed based power tapering'': Regulations will gradually reduce the electric power as cars reach higher speeds (above 300 km/h) to control top speeds. ''Managed energy reduction'': There are limits on how quickly the power can be reduced to prevent sudden dangereuse drops in performanced. ''Focus on efficiency'': The rules are designed to prevent a situation where drivers have to lift off the throttle on straights to conserve energy, ensuring a more consistent and high quality racing experience. From the above, one can see that ''Driver power demand/ full throttle'' The driver have control on ICE power deployed as demanded, But he have no control on the electrical part of the power output added to the crankshaft.

if this is true, I will skip watching F1 for the entire duration of this formula. It's as dumb as it can get, the racing will be pathetic. If it comes down to this, I think we might as well have RC-cars or AI-driven racing. The human is not needed.

This is obviously wrong. As already mentioned earlier, the PU output cannot be increased during full throttle periods. If the driver only controls the ICE, this would mean that either you can only run at 400kW during full throttle periods or the MGUK output must be increased by the CE while the driver is simultaneously increasing the ICE output. Neither the FIA, the engineers nor the drivers would want that, it just doesn't make sense.

I am totally surprised at your interpretations/conclusions of what I wrote, because ''PU OUTPUT INCREASING'' Was not part of the subject at hand. On the contrary, ''TAPERING'' (Gradually reduce the electric power) and ''MANAGING'' (Energy reduction).

[wuzak]

Regulations will gradually reduce the electric power as cars reach higher speeds (above 300 km/h) to control top speeds.

The limit was changed some time.

It is now 290km/h.

[mzso]

First gear is rarely used now.

Making it so that they have higher rpm at the Monaco hairpin will make it more useless, and will drag the other gears lower too. That could be a problem for higher speed tracks.

In most instances, there is the option of a lower gear to increase rpm. Only a few cases like the Monaco hairpin where it is not.

More useless than what? Is there even a single instance where it's used outside of starting and the monaco hairpin at the moment?

Anyway even if the first gear stays the same. It might make sense for the others to change to allow for a higher rpm in general.

[wuzak]

First gear is rarely used now.

Making it so that they have higher rpm at the Monaco hairpin will make it more useless, and will drag the other gears lower too. That could be a problem for higher speed tracks.

In most instances, there is the option of a lower gear to increase rpm. Only a few cases like the Monaco hairpin where it is not.

More useless than what? Is there even a single instance where it's used outside of starting and the monaco hairpin at the moment?

Anyway even if the first gear stays the same. It might make sense for the others to change to allow for a higher rpm in general.

With expected higher top speeds, due to lower drag, I doubt top gear is going to change much.

First gear may even be changed in the other direction, so it can be used more often to maximise rpm.

[gruntguru]

The FIA introduced (for 2026) track dependent energy rules for the new hybrid power unit to insure safety and maintain race quality. These rules are to prevent excessive speeds on certain tracks and will manage the power deployment, with specific restrictions planed for circuits like Monaco and singapore where speeds will be lower,

''Speed based power tapering'': Regulations will gradually reduce the electric power as cars reach higher speeds (above 300 km/h) to control top speeds.

''Managed energy reduction'': There are limits on how quickly the power can be reduced to prevent sudden dangereuse drops in performanced. ''Focus on efficiency'': The rules are designed to prevent a situation where drivers have to lift off the throttle on straights to conserve energy, ensuring a more consistent and high quality racing experience. From the above, one can see that ''Driver power demand/ full throttle'' The driver have control on ICE power deployed as demanded, But he have no control on the electrical part of the power output added to the crankshaft.

I have split your post into two paragraphs because there are two separate objectives and two separate groups of regulations here. The first is the speed limiting function which tapers electric power gradually as speed increases, then rapidly above 340 km/hr, reaching zero at 345 km/hr and above. There is no rate limit specified - this tapering must instantaneously follow the road speed.
P(kW) = 1800 – 5 * car speed (kph) when the car speed is below 340kph
P(kW) = 6900 – 20 * car speed (kph) when the car speed is equal to or above 340kph
P(kW) = 0 when the car speed is equal to or above 345kph

The second is optional power tapering which allows the teams to reduce MGU-K output to zero (to reduce drain on the ES) and below zero (to recharge the ES). This is at the discretion of the team and the actual strategy chosen will vary depending on mode switch position. It is this tapering that has rate limits applied.

[gruntguru]

The FIA introduced (for 2026) track dependent energy rules for the new hybrid power unit to insure safety and maintain race quality. These rules are to prevent excessive speeds on certain tracks and will manage the power deployment, with specific restrictions planed for circuits like Monaco and singapore where speeds will be lower, ''Speed based power tapering'': Regulations will gradually reduce the electric power as cars reach higher speeds (above 300 km/h) to control top speeds. ''Managed energy reduction'': There are limits on how quickly the power can be reduced to prevent sudden dangereuse drops in performanced. ''Focus on efficiency'': The rules are designed to prevent a situation where drivers have to lift off the throttle on straights to conserve energy, ensuring a more consistent and high quality racing experience. From the above, one can see that ''Driver power demand/ full throttle'' The driver have control on ICE power deployed as demanded, But he have no control on the electrical part of the power output added to the crankshaft.

1. The accelerator pedal will change both ICE and MGU-K output.
2. The brake pedal will change MGU-K output.
3. The driver can change mode switch settings which will change MGU-K output and its relationship to the accelerator pedal.

[wuzak]

The FIA introduced (for 2026) track dependent energy rules for the new hybrid power unit to insure safety and maintain race quality. These rules are to prevent excessive speeds on certain tracks and will manage the power deployment, with specific restrictions planed for circuits like Monaco and singapore where speeds will be lower,

''Speed based power tapering'': Regulations will gradually reduce the electric power as cars reach higher speeds (above 300 km/h) to control top speeds.

''Managed energy reduction'': There are limits on how quickly the power can be reduced to prevent sudden dangereuse drops in performanced. ''Focus on efficiency'': The rules are designed to prevent a situation where drivers have to lift off the throttle on straights to conserve energy, ensuring a more consistent and high quality racing experience. From the above, one can see that ''Driver power demand/ full throttle'' The driver have control on ICE power deployed as demanded, But he have no control on the electrical part of the power output added to the crankshaft.

I have split your post into two paragraphs because there are two separate objectives and two separate groups of regulations here. The first is the speed limiting function which tapers electric power gradually as speed increases, then rapidly above 340 km/hr, reaching zero at 345 km/hr and above. There is no rate limit specified - this tapering must instantaneously follow the road speed.
P(kW) = 1800 – 5 * car speed (kph) when the car speed is below 340kph
P(kW) = 6900 – 20 * car speed (kph) when the car speed is equal to or above 340kph
P(kW) = 0 when the car speed is equal to or above 345kph

The second is optional power tapering which allows the teams to reduce MGU-K output to zero (to reduce drain on the ES) and below zero (to recharge the ES). This is at the discretion of the team and the actual strategy chosen will vary depending on mode switch position. It is this tapering that has rate limits applied.

The rate limit may determine how quickly they taper the MGUK output above 290km/h.

[gruntguru]

The rate limit may determine how quickly they taper the MGUK output above 290km/h.

No the MGU-K power reduction for the purpose of speed limiting is a "hard" limit.

5.14.9 The electrical DC power of the ERS‐K may not be reduced at rates greater than those
specified in Article 5.14.8, unless:
• the theoretical MGUK power resulting from reduction at rates equal to those
specified in Article 5.14.8 is negative;
• the ICE power is negative and the ERS-K power needs to be reduced further to
achieve the driver demand;
• the ERS-K power needs to be reduced further to achieve the maximum power
permitted by Article 5.4.8;
• the driver power demand is negative;
• a gearshift is in progress.

[wuzak]

The rate limit may determine how quickly they taper the MGUK output above 290km/h.

No the MGU-K power reduction for the purpose of speed limiting is a "hard" limit.

5.14.9 The electrical DC power of the ERS‐K may not be reduced at rates greater than those
specified in Article 5.14.8, unless:
• the theoretical MGUK power resulting from reduction at rates equal to those
specified in Article 5.14.8 is negative;
• the ICE power is negative and the ERS-K power needs to be reduced further to
achieve the driver demand;
• the ERS-K power needs to be reduced further to achieve the maximum power
permitted by Article 5.4.8;
• the driver power demand is negative;
• a gearshift is in progress.

Thanks for that clarification.

[wuzak]

Will teams sacrifice energy recovery using the ICE as a generator to have a lighter fuel load for the race?

With the lower weight next year, fuel weight should have more of an effect.