Are 2026 F1 regulations broken? How to fix them?

[Badger]

A very good walkthrough on how convoluted the power deployment is, and why drivers can't push the limits anymore in qualifying (or the race for that matter).

[Rikhart]

A very good walkthrough on how convoluted the power deployment is, and why drivers can't push the limits anymore in qualifying (or the race for that matter).

At this point, one can only laugh at how bizarre and stupid this all thing is. This is grounds to immediately fire the whole crew who managed to dream up this abomination, just fire everyone. Drivers appear to be little more than wet nurses to the battery/computer at this point.

[vorticism]

A very good walkthrough on how convoluted the power deployment is, and why drivers can't push the limits anymore in qualifying (or the race for that matter).

At this point, one can only laugh at how bizarre and stupid this all thing is. This is grounds to immediately fire the whole crew who managed to dream up this abomination, just fire everyone. Drivers appear to be little more than wet nurses to the battery/computer at this point.

A question would be: how aware were the parties involved in drafting, and agreeing to, these rules. For two years in this forum wuzak and gruntguru were already alluding to many of these features using only the limited data they had. Verstappen alluded to some things a couple of years ago based on what he saw in the sims.

Some may have known with certainty what they were crafting. Or, who knows, it could have been a boondoggle, a road to nowhere, a Tower of Babel. Idiots all the way up.

Regardless of intention, the wording of the rules were known, and this informed simulations. So at the least, the teams did know where things were heading for a long time. Which leads to another factor to consider: there a lot of yes-men within F1. It's just a job. They get directives. The teams aren't autonomous, they're heavily regulated. So even if there were concerns, who could voice them, and where? Verstappen was something of a whistleblower in this context.

[hollus]

Originally posted in the wrong thread.

If i understood that video from The Race right, Leclerc lifted a bit (95% throttle) after having been at 100%, and as a result he got extra deployment in the straight, then he missed that energy later.
Then Ocon did the same (97% throttle blip after full throttle), and got less deployment in the straight.
Did I get that right?
Something does not add up with the explanation?

[Badger]

Originally posted in the wrong thread.

If i understood that video from The Race right, Leclerc lifted a bit (95% throttle) after having been at 100%, and as a result he got extra deployment in the straight, then he missed that energy later.
Then Ocon did the same (97% throttle blip after full throttle), and got less deployment in the straight.
Did I get that right?
Something does not add up with the explanation?

Once you go above 98% throttle the software will start counting the time for the automated rampdown of ERS (it's layed out in the rules how quickly that can be done). If for whatever reason you need to lift slightly (to do a minor correction or whatever) and your throttle input dips below 98%, then that timer resets back to zero. So then the rampdown will be delayed and you will deploy more ERS than you wanted to, which will punish you severely in some other part of the track. Basically you can't risk having any kind of corrections because it will risk screwing up the deployment and ruining your lap.

[hollus]

I got that, for Leclerc.
But then they said that Ocon did exactly the same, and where Leclerc gained (unwished) extra deployment, Ocon got less deployment?
Which would suggests that explanation for Leclerc was either partial or Ferrari specific.
I might have misunderstood, I skimmed quickly through the video before a trip.

[Rikhart]

Yes, they are completely broken and as we can now see, EXTREMELY dangerous. These kinds of closing speeds are a death waiting to happen, it was a matter of time until someone crashed like this.

I am completely dumbfounded how this was ever allowed to happen, my brain cannot comprehend the multiple layers of idiocy that created this disastrous regulation set.

[bananapeel23]

Yes, they are completely broken and as we can now see, EXTREMELY dangerous. These kinds of closing speeds are a death waiting to happen, it was a matter of time until someone crashed like this.

I am completely dumbfounded how this was ever allowed to happen, my brain cannot comprehend the multiple layers of idiocy that created this disastrous regulation set.

Yeah, the 250 kW superclipping is a disaster with how weak the ICE is. If they at least wouldn’t decelerate while super clipping, it would be somewhat fine, but what happened to Bearman is absolutely terrifying and proved that a 250 kW superclipping cap is dangerous as hell.

They have to reduce it to 150 kW at most for the rest of 2026 and raise fuel flow or reintroduce a front axle MGU for 2027 at this point, or else someone will get seriously injured.

Bearman is going to have a rough few weeks due to the issues caused by super clipping. His crash was nearly identical to what Verstappen suffered in 2021, and he had pain and vision issues for months afterwards, despite being only 23 when it happened. I can’t imagine what a side on 50g impact would do to someone like Alonso or Hamilton, I’m not even sure if they would be able to race for the rest of the season if they suffered a crash like that. These crashes need to be avoided at all costs and superclipping needs to be seriously limited, or preferably done away with entirely.

[NL_Fer]

Do we consider what happened to Colapinto before Bearman crashing, as superclipping. I was just under impression Colapinto ran out of power at that point. While superclipping occurs on the straights above 290kph, when the PU starts reducing power because the rules prescribe it.

[hollus]

I am a bit confused. With all the new electric gizmos this year, I assumed that on top of the all deciding algorithm, drivers would have 2 extra buttons in their steering wheels:

One would say: dear ECU, I know this is not the optimal point for deployment, not even close. I know this will cost me cartloads of lap time later, but if I have any MJ that are legal to use right now, I’d very much like to use them right now.
Button A: MOAR POWA NOOOOWW!

The second button would be: Dear ECU, I think you are a bit confused because this was the optimal point to deploy the last 20 times, or was it that throttle blip? In any case, dear ECU, me be da boss here, kindly do not deploy any energy at this occasion. I know, it hurts, but don’t deploy now, thanks.
Button B: HOLD YOUR E-HORSES!

But the way the drivers talk, they do not seem to have any of those buttons, and it is all really an algorithm deciding?
Can this be right?

And if yes, is it in the rules that they shall not have such buttons, or is it a team choice? if choice, i can see a ton of strategic value in having A and B available…

[michl420]

I am a bit confused. With all the new electric gizmos this year, I assumed that on top of the all deciding algorithm, drivers would have 2 extra buttons in their steering wheels:

One would say: dear ECU, I know this is not the optimal point for deployment, not even close. I know this will cost me cartloads of lap time later, but if I have any MJ that are legal to use right now, I’d very much like to use them right now.
Button A: MOAR POWA NOOOOWW!

The second button would be: Dear ECU, I think you are a bit confused because this was the optimal point to deploy the last 20 times, or was it that throttle blip? In any case, dear ECU, me be da boss here, kindly do not deploy any energy at this occasion. I know, it hurts, but don’t deploy now, thanks.
Button B: HOLD YOUR E-HORSES!

But the way the drivers talk, they do not seem to have any of those buttons, and it is all really an algorithm deciding?
Can this be right?

And if yes, is it in the rules that they shall not have such buttons, or is it a team choice? if choice, i can see a ton of strategic value in having A and B available…

Button A is the boost mode (available at any place, any time) and button B is the right pedal (could be reduced at any place, any time)

[michl420]

Do we consider what happened to Colapinto before Bearman crashing, as superclipping. I was just under impression Colapinto ran out of power at that point. While superclipping occurs on the straights above 290kph, when the PU starts reducing power because the rules prescribe it.

I was normal clipping.
Superclipping can occur everywhere if it is in the software from the teams, it has nothing to do with rules. But of course it will happen almost ever at the end of a long straight

[hollus]

Button A is the boost mode (available at any place, any time) and button B is the right pedal (could be reduced at any place, any time)

B not quite. Leclerc after his 95% throttle episode could not have extricated himself from his problem. But realizing it and, one second later cancelling the deployment manually would, likely costing him less than a tenth in lap time.
You’d want the ICE power without the E-power, at least sometimes.

So, they have button A… why don’t they have button B.

Edit: i am wrong, see below.

[michl420]

Button A is the boost mode (available at any place, any time) and button B is the right pedal (could be reduced at any place, any time)

B not quite. Leclerc after his 95% throttle episode could not have extricated himself from his problem. But realizing it and, one second later cancelling the deployment manually would, likely costing him less than a tenth in lap time.
You’d want the ICE power without the E-power, at least sometimes.

So, they have button A… why don’t they have button B?

Maybe they have, I don´t know. In Le Mans (2015?), they had such a button.

[hollus]

Correction: you are right, Michl. Partial lift would mimic my button B.
Half torque demand would request power equal to the full ICE capacity, leaving no energy to harvest but also no need to deploy. So it is my button B.
It would be hard to control, as partial throttle is normally felt by grip, and the driver would get no such feedback in a straight, but it should be doable.

So they have button A and button B?! And button B is throttable? Then I’d say the driver is IN CONTROL.
Sure, clumsy and inconvenient controls, but workable controls.

And Leclerc could have mitigated the glitch and had his energy in the following straight, but he lacked the testing experience to anticipate it! Fascinating!