How Formula 1 wants to avoid an "embarrassing" 2026

(Motorsport-Total.com) - Whenever the technical regulations in Formula 1 are changed, some teams and engine manufacturers immediately manage to gain a decisive lead – and defend it in the long term. This is precisely why the International Automobile Federation (FIA) is incorporating a "catch-up mechanism" into its 2026 regulations for the first time.

When Formula 1 switched to turbo-hybrid engines for the 2014 season, one manufacturer—Mercedes—had been working on its project longer and more intensively than any other. The result: almost five years of total dominance, while the competition lagged behind. Renault never really caught up.

Many team bosses are concerned that a similar scenario will repeat itself with the new powertrains and the increased focus on electric power starting in 2026. This latent concern is palpable throughout the Formula 1 world: whether it was the short-lived "Bring back the V10 engines!" movement at the start of the season or Alpine's decision to switch to Mercedes engines instead of its own Renault engines .

The most recent example: Audi has once again restructured its Formula 1 leadership – this time, development chief Adam Baker had to step down. Although his engine program is organized as an independent subsidiary, it is fully owned by Audi. Baker, an experienced engineer with stints at BMW and Cosworth, has headed Formula 1 development at the "Motorsport Competence Center" in Neuburg an der Donau, Bavaria, since summer 2022.

The leadership change follows rumors of difficulties in Audi's engine program. Audi CEO Gernot Döllner reportedly personally attended a meeting with Formula 1 decision-makers at the Bahrain Grand Prix , described as "crucial." According to insiders, he clearly advocated for stronger recovery aid in the new regulations – a demand that met with broad support. Only Mercedes, currently considered the leader, was more reserved.

How the FIA ​​envisions it

The challenge now is to integrate such a mechanism into Formula 1’s existing cost cap system .

"In the past, there were imbalances," said Nikolas Tombazis, Head of Formula Racing at the world governing body. "These were generally overcome through increased investment and hard work by the lagging teams."

But with the cost cap, this is more difficult. Therefore, the first regulations for lower-performance engine manufacturers were already included in 2022, when the regulations were approved. Now, discussions are underway on what these should look like in concrete terms.

"To clarify: These are measures that allow a low-performing manufacturer to do more development work. This is not about artificially increasing performance through regulatory tricks."

This is necessary, Tombazis said, because otherwise a latecomer might never be able to catch up under the cost cap. "We require new manufacturers to jump into a technical environment in which others have ten to 15 years of experience. From a moral and sporting perspective, we must give them a fair chance."

They do not want a manufacturer to be "eternal condemned to misery and humiliation."

The Honda example is frightening

A cautionary example is Honda: Despite a great motorsport history, the company initially failed miserably with hybrid technology, separated from McLaren after three disappointing years, and invested huge amounts of money and resources in development - even touring car projects suffered as a result.

In the end, Honda was successful with Red Bull, but withdrew from Formula 1 for a time - only to later return when it became clear that the 2026 regulations were a good fit for its own road car strategy.

"Honda is a talented organization with very capable people. Fortunately, it had the perseverance and technical ability," said Tombazis. "If Honda hadn't been allowed to spend a little more money back then, it might not have turned the corner. We want new manufacturers to stay for the long term."

What has already been agreed

At the Formula 1 Commission meeting following the Saudi Arabian Grand Prix, the basic principle of a catch-up mechanism was agreed upon. However, the specific details were postponed – partly because parallel discussions were taking place on how to adjust electrical energy usage during a race. There were concerns that cars could run out of energy on long straights.

Proposed ideas for the catch-up mechanism were passed on to a dedicated powertrain working group. According to information from Motorsport-Total.com , a tiered system is emerging: more test bench time and higher budget caps for underperforming manufacturers – analogous to the current wind tunnel regulations , which impose stricter restrictions on successful teams.

The challenge now lies in the details – and in avoiding potential loopholes. Despite the original goal of reducing costs and simplifying technology, the competitive drive continues to drive new spending.

For example, the pistons in current powertrains are made of high-strength steel with a complex geometry—a single piston costs around €9,000. New manufacturers like Porsche initially demanded the use of aluminum, but quickly abandoned this approach when it became clear that steel could indeed provide competitive advantages.

This has, of course, watered down the cost brake .

"As the FIA, we are moderators in the rulebook discussion, striving to limit costs and create a fair playing field," said Tombazis. "Of course, there is resistance – from teams or manufacturers who want to protect their investments."

"Cost reduction and technological freedom inevitably conflict with each other. Having both at the same time is not easy."