The FIA's first step falls far short: "Further changes are still needed" in F1

The topic was on everyone's lips in the Miami paddock as the championship resumed. Taking advantage of a month-long break imposed by geopolitical instability in the Middle East, and following complaints from drivers and teams, the Formula 1 made technical adjustments, just a few rounds after the launch of the 2026 era introducing 50% electric power units.

The qualifying framework has therefore been revised with a maximum recharge lowered to 7 MJ and a recovery power increased to 350 kW, a measure intended to reduce engine power losses during the flying lap.

In race configuration, the Boost is now capped at 150 kW, while the MGU-K deployment is limited to 250 kW across most of the track. However, this power increases to 350 kW in strategic acceleration zones to enhance overtaking.

Finally, to secure the grid, F1 automates the deployment of the MGU-K at the start to guarantee a minimum level of acceleration, a purely safety measure that does not impact the sporting hierarchy, while side and rear flashing lights have been added to signal any sudden slowdown to other competitors.

A first step

These efforts have been generally praised. For Oscar piastriThese measures will In the right direction He adds "Reducing the recovery limit in qualifying helped a little. It didn't solve all the problems, but it solved one." A view shared by the day's winner, Kimi Antonelli, who judged Saturday's event "more natural".

Conversely, this change still leaves much to be desired, according to Lando Norris that holds the top spot. " In qualifying, if you go all out everywhere and attack like in previous years, you'll still be penalized. the reigning champion laments. We can't always be at full throttle everywhere. We should never be penalized for accelerating too soon, and yet that's still the case."

For the Briton, the solution is therefore radical. We just need to get rid of the battery. I hope that will be the case in a few years.. » A wish that seems to find an unexpected echo in Mohammed Ben Sulayem, the FIA ​​president who recently mentioned a possible return to V8 engines in F1 by 2030.

Areas for improvement

Beyond energy management, safety remains a major point of contention, especially after the frightening collision between Oliver Bearman and Franco Colapinto at Suzuka. The speeds of approach are enormous. The difference in speed is colossal. Piastri insists, On that front, not much has changed. »

The introduction of active aerodynamics in Formula 1 also complicates the task for the defenders. You also have to trust the defending driver because, with active aerodynamics, the car is quite 'sluggish' when you want to change direction. adds Antonelli. So we need to anticipate and trust the defender. But it was a small step in the right direction; we'll see what happens next. »

In conclusion, while the collaboration between the FIA ​​and F1 is considered relatively fruitful, it has hit a technical wall. There is a limit to what can be changed with current equipment.Piastri reminds us. Further changes are therefore still necessary, that much is certain. The big question is how quickly we can implement them. "The Florida test was therefore not entirely conclusive. The FIA ​​now has about twenty days to refine its plan before the Canadian F1 Grand Prix, scheduled for May 22-24."

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