As we approach F1’s upcoming regulation reset in 2026, more and more information is being unveiled, some concerning and others intriguing – it’s too early to make a definitive judgment on whether they are positive or negative. The most recent details were disclosed by Newey, who explained that the new F1 power units for 2026, which will rely more on the electrical component, will require the Internal Combustion Engine (ICE) to function as a generator to enhance the electrical power. This means that the next generation of Turbo-Hybrid F1 power units will need to be operated in an unconventional manner.
In an interview with Motorsport.com, Newey stated, “It’s certainly going to be a peculiar formula in the sense that the engines will be working at full capacity as generators for most of the time. So, the idea of the engine working hard in the middle of Loews hairpin [Monaco] is going to take some getting used to.” While the power unit regulations for 2026 have been finalized for quite some time, the aero rules are far from being set in stone. However, one thing is certain – the new cars will feature active aerodynamic parts to reduce drag on straights and compensate for the expected decrease in power unit performance compared to the current setup.
Early simulations conducted by teams have revealed that the cars are experiencing instability due to the movable aerodynamic components. When asked if finalizing the power unit design before the chassis design was the right approach, Newey commented, “I think that’s a valid point, and even the FIA would probably acknowledge it – that only the engine manufacturers desired this kind of 50/50 combustion engine with electric. I suppose it’s what their marketing teams suggested we should be doing, and I understand that. It’s potentially interesting because F1 can accelerate the development of technology.”
Newey continued, “The issue lies with the cost, particularly of electric motors that meet F1 standards, as well as inverters and batteries. It is currently very high, but perhaps future production techniques will help reduce it. Another challenge is the battery itself. The F1 regulations demand a different power density and energy density from the batteries compared to a regular road car. This means that the battery chemistry and construction may need to be different, which raises the risk that it won’t directly translate to road-relevant technology.”
“However, perhaps that’s not the most important aspect anyway. The manufacturers, although they may never admit it, are primarily concerned with the perception of relevance in the showroom,” pointed out the Red Bull technical expert. When asked if the issues with active aerodynamics can be resolved to work well with the new power units, Newey responded, “I think it’s going to be challenging. It’s fair to say that the engine regulations were created and pushed through without much consideration for the chassis side of things, and that is now causing significant problems in finding a solution that works harmoniously.”
“But one positive aspect of this situation is that it promotes efficiency. And anything that does that, and encourages it, aligns with my earlier statement of using F1 to popularize a trend,” Newey concluded.