SportF1Learn about the technical changes to the F1 2026...

Learn about the technical changes to the F1 2026 engines

The FIA has announced the validation of the 2026 engine regulations for Formula 1 . In effect, this regulation affects the three existing regulations on F1. Here are the details of what will change, via the translation of the document that accompanied today’s announcement.

The technical regulation section



Fully sustainable fuel is the cornerstone of the 2026 regulation. All fuel components must come from sustainable sources, whether they are non-agribusiness products, genuine municipal waste or carbon capture. This ensures that there will be no new fossil carbon in the fuels used in Formula 1 and therefore no new fossil carbon will be released into the atmosphere through the exhaust gases of Formula 1 cars.

The fuel regulations encourage the use of any sustainable production method without prejudice to track performance. Therefore, fuel suppliers can use Formula 1 as a step on their own path towards the global and commercial diffusion of sustainable technologies.

  • All fuel components must be fully sustainable.
  • The global reduction of greenhouse gases will be and will remain in line with the latest European standards.
  • The flow of fuel to the internal combustion engine will be limited by energy, not mass or volume.
  • Other parameters will be limited to ensure that the fuel developed is a suitable, ready-to-use gasoline that is competitive regardless of the production method used.

Internal Combustion Engine (ICE)

The internal combustion engine will maintain the structure of the 1.6-litre V6 with the same speed, but with a reduced fuel flow to achieve a power of approximately 400 kW. The CIE will be roughly divided into two parts:

  • The lower part, which includes the engine block, the crankshaft, the connecting rods, the pumps and the auxiliary elements, which will be more regulated.
  • The upper part, focused mainly on the combustion zone and associated components, will also be subject to the regulations, but with more freedom to develop the combustion system with the new fuel.

The aim is for the competition for internal combustion engines to focus mainly on the upper part, with the lower part being more regulated in terms of dimensions and subject to longer homologation periods.

A series of standardization and simplification measures have been developed for the entire internal combustion unit in order to reduce costs.

  • The MGU-H will be eliminated.
  • Variable trumpets and their drive and control systems will be eliminated.
  • Limited ranges of key dimensions (eg piston, crankshaft, block, valves, injector position, turbocharger wheels) will be defined.
  • The global volumes of legality of the components of the power unit will now be defined with greater precision.
  • Material limitations have been expanded to exclude many high-cost options.
  • Extended standardization of parts or their design features (injector, knock sensor, ignition coils, power box, torque/temperature/pressure sensors).
  • The scope of supply has been extended so that parts, such as exhaust and auxiliary systems, are designed for the entire life of the power unit, resulting in significant savings over the course of a season. An evolution and homologation calendar has been defined to control changes in development and specifications from one year to the next.

Energy Recovery System (ERS)

The power of the ERS will be increased to 350 kW. This will be a key area of competition between engine manufacturers, with a focus on power flow management to achieve key performance goals, increased hybridization and overall performance similar to that of the current power unit.

The standards will aim to increase the suitability of batteries, electronics and MGU-Ks for use in production models.

  • Batteries will be an area of development, but their supply will be subject to non-exclusive clauses to contain the possible escalation of costs.
  • Design restrictions have been imposed to improve the safety and controllability of FRCs.
  • Controls have been introduced to limit or require the recycling of sensitive materials

General layout of the power unit

The placement of key power unit components is more restrictive in the 2026 regulations so as not to block long-term benefits or drawbacks. A range has been defined for the reference volumes, within which each component of the power unit must fall.

The section in the sports regulations


Use of the power unit

Each year, each driver will be able to use:

  • 3 ICE systems / turbochargers / exhaust systems.
  • 2 batteries / MGU-K.

For the first year of this new regulation (2026), these figures will increase by one unit.

Benchmark restrictions

For cost control reasons, the different power unit test benches that an engine manufacturer can use for engine development are clearly defined. The possible test benches (and the maximum number each power unit manufacturer can use) are as follows

  • Single cylinder dynamometers: 3
  • Power Unit Dynamometers: 3
  • Power Train Dynamometer: 1
  • Full Vehicle Dynamometer: 1
  • ERS test benches: 2

The number of operating hours that engine manufacturers can devote to their development is limited to control costs, according to the following table :

hours / year 2022 2023 2024 2025 2026 2027 to 2030
Limit 2026 (ICE) 300 5400 (more than three years) 700 400

Limit 2026


200 3400 (more than three years) 500 400

financial regulation


The FIA F1 Power Unit Financial Regulations 2026 have been developed by the FIA with the assistance of Deloitte LLP. Deloitte LLP has issued a Certification Report confirming that the 2026 FIA F1 Power Unit Financial Regulations are adequate to achieve the objectives illustrated below.

Objectives and budget cap level

The Regulation will enter into force from January 1, 2023 to contribute to the achievement of the following objectives

  • Promote long-term championship competition balance with respect to power units.
  • Promote sports equity in the Championship in the long term in relation to Power Units.
  • Ensuring the financial stability and long-term viability of engine manufacturers while preserving Formula 1’s unique technology and engineering challenge.
  • The level of the Budget Cap (adjusted for indexation) is set at $95 million for the periods 2022 to 2025 and at $130 million from 2026.

Cost exclusion

The main categories of costs incurred by engine manufacturers and excluded from the calculation of the relevant costs are

Marketing and historical activities.

Depreciation, financial expenses, taxes, exchange rate losses.

HR Activities, Financial Activities and Legal Activities.

Health and safety costs.

Activities not related to the Power Unit.

Construction and maintenance of power units leased to customer teams.
Activities of current generation plants (2023-2025)

Infringements and sanctions

A procedural violation will result in financial penalties or minor sporting penalties (if there are aggravating factors).

Minor overspending (<5% of budget cap) will result in financial penalties and/or minor sporting penalties.

An excess of material expenditure (>=5% of the budget limit) will give rise to compulsory deductions of points in the Championship (Manufacturers and/or Drivers) and to any other material financial and/or sporting sanctions.

A No Show Violation will result in the mandatory deduction of points in the Constructors’ Championship and any other Financial and/or Sporting Equipment Sanctions.

Control and execution

The Budget Ceiling Administration is responsible for the management and control of compliance with these Financial Regulations of the Power Unit, for the investigation of suspected non-compliance and for making appropriate decisions on any alleged infraction.

  • The Budget Cap Administration may, if it deems appropriate, settle with the engine manufacturers in the case of a procedural violation or minor overspend, or refer the matter to the Budget Cap Arbitration Panel in the case of procedural infraction, excess of minor or material expense, or no-show.
  • The FIA General Assembly elects the Budget Ceiling Arbitration Panel in accordance with the FIA Statutes.
  • The decision of the Budget Ceiling Arbitration Panel may be appealed before the International Court of Appeal.

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