(Motorsport-Total.com) – While Formula 1 emphasizes through its own program “F1 Fan Voice” that fans enjoy the current racing in the premier class, the drivers have so far expressed significantly more critical views about the new 2026 regulations.
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One of the biggest discussion points arose in Spa-Francorchamps, where Oscar Piastri pointed out the problem that drivers are surprised by their own power units. In qualifying, the Australian lost significant time on the straights compared to his teammate Lando Norris. McLaren initially could not explain why.
When team principal Andrea Stella held his media round on Saturday evening, the Italian explained that the power unit settings in both cars were practically identical. Therefore, he referred to the “self-learning elements” of the power unit.
These are not artificial intelligence (AI) as most people understand it. However, predictive algorithms are used that learn from lap to lap and even within a lap.
If a deviation from the ideal energy management is detected, these algorithms can adjust and determine the optimal deployment strategy for the rest of the lap.
However, there are two problematic aspects. First, the drivers do not have everything under their own control. Stella explained that these systems are sensitive to driver inputs, which therefore continue to play an important role.
FIA understands the drivers’ frustration
The same applies, however, to external factors that are outside the driver’s control, such as changes in wind conditions or grip levels. The second problem is that drivers can be surprised by their own power unit.
“It’s crap,” Piastri said in Spa. “I really can’t put it any other way. If the starting grids in qualifying are determined by computers that either work or don’t work, then that’s a pretty lousy way to race.”
“I don’t think people can rationally control these parameters,” said Piastri. In a conversation with a selected group of media representatives, Nikolas Tombazis, FIA Director for Formula Sport, said he could understand the drivers’ frustration about these self-learning elements.
“Well, that’s true, and their comments are understandable,” said Tombazis. “I think their comments are a consequence of the fact that the amount of energy is limited and therefore it becomes extremely important how best to manage it. The different strategies that have to be used for this are related to that.”
This raises the question of whether these self-learning elements could simply be banned so that the drivers control the use of energy entirely themselves via a button on the steering wheel. After all, Article B1.8.1 of the regulations states: “The driver must drive the Formula 1 car alone and without outside assistance.”
Why a ban would be counterproductive
Tombazis, however, believes that banning such algorithms would be too simple a solution.
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“I don’t think you could go that far,” he says, explaining: “First, if it were really just an on-off system for the drivers that they could use anytime and as long as they wanted, they would use all the energy when accelerating out of corners for a very limited period.”
“This would make the effects that people complain about even more pronounced,” he emphasizes. In other words: the top speed would be reached even earlier on the straights, and the extent of clipping would increase significantly.
If drivers used all their electrical energy when accelerating out of corners, the energy on the straight would be used up even earlier than it already is today.
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“Second, there are limits to how much energy you can use or recover during a lap. This also includes the so-called SOC delta, i.e., the ‘State of Charge Delta,’ and similar things,” said Tombazis.
“These limits serve to prevent an arms race and, for example, the construction of an even larger battery. We didn’t want teams to be forced to install a battery twice the size and thus have heavier cars again.”
Due to all these restrictions and the complexity of today’s power units, Tombazis believes it is extremely difficult for a human to determine the optimal deployment strategy. “That’s why I don’t think people can rationally control all these parameters,” he explains.
Is there a solution for the coming years?
Piastri hinted in Spa that even the power distribution ratio of 60:40, which Formula 1 will gradually move towards during the 2028 season, will not solve this problem. According to the McLaren driver, it is embedded in the DNA of the current engine regulations.
Tombazis, however, believes that the announced changes will improve the situation and give drivers a bit more control again. “When the electric share is large and you don’t have to rely on having a fully charged battery at the start of the lap, energy management is important.”
“I think Oscar is a very intelligent driver. But I think he actually recognizes what he believes currently prevails,” said Tombazis. “I think the rebalancing will be a step in the right direction. Will the problem completely disappear? No.”
“But I think it will be an improvement,” said Tombazis, who finally admitted that this aspect of the regulations for 2026 is more complex than the FIA would ideally have liked. Therefore, he has understanding for the drivers’ frustration.
He emphasizes: “It is undoubtedly complicated and absolutely more complex than we would wish. 100 percent, I fully agree. But I think that is a consequence of the fundamental core problem.”
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