FIA – Syndication Server

Stella calls on FIA to review severity of penalties

McLaren team principal Andrea Stella wants the FIA to review the way penalties are applied given the severity of the punishment given to Lando Norris in the Qatar Grand Prix. Norris was given a 10-second stop and go penalty in the second half of …

McLaren team principal Andrea Stella wants the FIA to review the way penalties are applied given the severity of the punishment given to Lando Norris in the Qatar Grand Prix.

Norris was given a 10-second stop and go penalty in the second half of Sunday’s race for failing to slow for yellow flags earlier on, with the driver insisting he hadn’t seen the warning. Stella does not dispute that Norris deserved to be penalized, but says the most severe penalty below a disqualification was questionable given the circumstances of a mirror on track leading to the yellow flag zone.

[lawrence-auto-related count=3 category=1388]

“We checked on the data, Lando enters the sector when the yellow flag is displayed, but fair enough, the requirement is very clear, when there’s a yellow sector you are required to slow down and this is the responsibility of the driver, the penalty was deserved in that case,” Stella said.

“Which leads us then to two important requirements that we all, for sure, would like to know are applied when it’s about giving a penalty. It’s two important concepts: One is proportion and the second is specificity. I think the application of the penalty lacks both requirements.

“The specificity has to do with what case are we actually considering. Is there immediate danger for somebody? Is there a crash scene? The specificity of the incident in which the infringement was committed, the specificity leads into the proportion.

“The penalty needs to be commensurate, it needs to be proportioned to the severity of the incident. It’s interesting that the FIA themselves were going on and off with the yellow flag, and at some stage the yellow flag was even removed, right? Which gives a sense of from a specificity point of view, of how severe the situation is.

“So, I think I’m here acknowledge that checking the data Lando did not slow down, but the lack of any specificity and proportion is very concerning. And it’s also a factor that could have a decisive impact on our championship quest.

“It’s definitely material that the FIA should consider very seriously if we want fairness to be part of the going racing in Formula 1. It’s an important business. There’s a huge commitment from every team, from all the parties, and we need to make sure the business is run in a way that the fundamental element of proportion and specificity is guaranteed when a penalty is applied. Otherwise the consequence may go out of control.

“To me it looks like somewhere there must be a book with a lot of dust on the cover that was kind of taken out: ‘Let me see what it says, I apply this’. Seems a little bit too simplistic.”

Stella’s comments come after the FIA changed race director prior to the Las Vegas Grand Prix, as well as firing a senior steward in the form of Tim Mayer. The penalty dropped Norris from second place to tenth in the race, leaving McLaren 21 points clear of Ferrari in the constructors’ championship, and Stella says Norris should not be overly harsh on himself for the infringement.

“What I can say is that we are in a position of going into the final race leading the championship because our two drivers have done an amazing job and this has delivered the points that when summed give us the leadership from the constructors’ point of view,” Stella said. “Lando has been the main contributor to put McLaren in this condition.

“While we look at what we can do better – and certainly pain and disappointment are the prevailing feelings on Lando’s side – at the same time we can only be thankful to what Lando has done for the team and we are sure that this will give him even more determination to have a strong race in Abu Dhabi and complete the job that it was not possible to complete in Qatar.”

Drivers told FIA affairs ‘none of their business’ by Ben Sulayem

FIA president Mohammed Ben Sulayem told Formula 1 drivers to focus on their main jobs and that what happens within the governing body is “none of their business.” The drivers have been asking for clarity relating to where the proceeds from their …

FIA president Mohammed Ben Sulayem told Formula 1 drivers to focus on their main jobs and that what happens within the governing body is “none of their business.”

The drivers have been asking for clarity relating to where the proceeds from their monetary fines are spent, with an extraordinary joint statement from the Grand Prix Drivers Association (GPDA) pointing out they have been doing so for three years. A lack of response to that statement drew criticism from the drivers in Las Vegas, and after the recent departures of senior steward Tim Mayer and F2 deputy race director Janette Tan, George Russell was again frustrated in Qatar.

“It must be super challenging for everyone within the FIA right now,” Russell said on Thursday. “We’d love to get a little bit of clarity and understanding of what’s going on and who’s getting fired next.”

[lawrence-auto-related count=3 category=1388]

However, those comments have received short shrift from Ben Sulayem, who told Reuters the drivers should keep themselves out of FIA affairs.

“Do we have to tell them? When something in the teams changes, do they tell us?” Ben Sulayem said. “We have the rules, we follow our rules. We don’t follow someone else’s rule. Simple as this.

“Do we tell them how to drive? Do we tell them what to have as their strategy? It’s none of their business. Sorry… I am a driver. I respect the drivers. Let them go and concentrate on what they do best, which is race.”

Drivers’ comments have been put into greater focus by a report in The Times that claims two of the four members of the FIA’s audit committee — that scrutinizes the governing body’s finances — had their services ended after raising concerns over Ben Sulayem’s plans to give money to member clubs.

The report alleges Ben Sulayem wanted to divert his personal FIA entitlement worth $1.5 million into a new “President’s development fund” that would be distributed to clubs who will vote when he seeks re-election next year. When chairman of the committee Bertrand Badré and member Tom Purves raised the issue, it’s reported they were removed shortly after.

Wittich steps down as FIA’s F1 race director

Niels Wittich has stepped down as the FIA’s Formula 1 race director to pursue new opportunities and will be replaced with immediate effect. The German was one of two FIA race directors – alongside Eduardo Freitas – put in place at the start of the …

Niels Wittich has stepped down as the FIA’s Formula 1 race director to pursue new opportunities and will be replaced with immediate effect.

The German was one of two FIA race directors – alongside Eduardo Freitas – put in place at the start of the 2022 season to replace Michael Masi, and took on the permanent position from that year’s Japanese Grand Prix onwards. Now after two years in the role, the FIA has announced Wittich’s departure, with former F2 and F3 race director Rui Marques taking over for the final three races of this season.

[lawrence-auto-related count=3 category=1388]

“The FIA can confirm that Niels Wittich has stepped down from his position as F1 race director to pursue new opportunities,” an FIA statement read. “Niels has fulfilled his numerous responsibilities as race director with professionalism and dedication. We thank him for his commitment and we wish him the best for the future.

“Rui Marques will assume the role of race director from the Las Vegas Grand Prix. Rui brings a wealth of experience having previously served as track marshal, scrutineer, national and international steward, deputy race director and race director in various championships. Most recently, he held the position of Formula 2 and Formula 3 race director.”

The last race that Wittich oversaw was the Sao Paulo Grand Prix that required a complete change in schedule due to the weather, with qualifying taking place early on the Sunday morning and featuring five red flags, before the race itself had a similar interruption.

Wittich is the latest of a number of high-profile departures from the FIA, with CEO Natalie Robyn, sporting director Steve Nielsen, single-seater technical director Tim Goss and women in motorsport president Deborah Mayer all leaving within the past 12 months.

Nissan, Jaguar punished for Formula E cost cap breaches

Jaguar and Nissan have been hit with fines and testing restrictions for breaching Formula E’s cost cap regulations during the 2022-23 season, following the FIA’s Cost Cap Administration process. They are the first-ever breaches of Formula E’s cost …

Formula E introduced a cost cap of €13 million per season from the 2022-23 campaign – the ninth season of the all-electric series, and the first in which the GEN3 car was raced. Additionally, and separate from teams, powertrain manufacturers are only allowed to spend €25 million over the course of two consecutive seasons as of Season 9.

Jaguar Racing and Nissan Nissan Formula E team – the teams, not the manufacturers – were deemed to have committed procedural and minor overspend breaches during Season 9, with Nissan’s breach being 2 percent of the €13 million cost cap, and Jaguar’s breach being by 0.6 percent.

[lawrence-auto-related count=3 category=1394]

Nissan’s breach was said to be by €269,252, for incorrectly excluded and/or adjusted costs relating to simulator and travel costs, car component costs, social contribution costs, the offsetting of apprentice subsidy and other recharges, and costs of services received by its manufacturer partner (Nissan).

Jaguar’s breach, meanwhile, was by £73,849, and related to unrecorded costs of paddock fees, truck rental costs, simulator development costs, an overstatement of marketing activities, and “costs in respect of non-Formula E activities”.

The FIA said that both teams have “acted cooperatively throughout the review process and have sought to provide additional information and evidence when requested in a timely manner, that this is the first year of the full application of the Financial Regulations and that there is no accusation or evidence of aggravating factors or that they have sought at any time to act in bad faith, dishonestly or in fraudulent manner, and nor has it wilfully concealed any information from the Cost Cap Administration.”

For its breach, Nissan will pay a fine of €300,000 and will lose half a day (three hours) of running on the first day of pre-season testing for the upcoming season. Jaguar, meanwhile, gets a €100,000 fine and a loss of half a day of running on the first day of pre-season testing. All punishments come as part of an Accepted Breach Agreement reached by both teams with the FIA. Both decisions are final and cannot be appealed.

In response to the ruling, Nissan, in a statement sent to RACER, said, “Following the review of the Reporting Documentation for the 2022-2023 ABB FIA Formula E World Championship by the FIA Cost Cap Administration, Nissan Formula E Team recognizes to have unwittingly and unintentionally incurred in a minor procedural and overspend breach of less than two percent of the Cost Cap.

“The team has therefore signed an Accepted Breach of Agreement (ABA) as offered by the FIA Cost Cap Administration in order to resolve this matter. Following a very cooperative review process with the Cost Cap Administration and an exhaustive internal audit, Nissan Formula E Team has determined that these minor breaches are exclusively related to the process of interpretation and adaption of the new Financial Regulations at a time when the team was also facing specific challenges linked to its change of ownership, full restructure, and relocation.

“Nissan Formula E Team has since put in place all the necessary precautions to avoid these kinds of miscalculations and oversights in the future.”

The breaches are the first of their kind in Formula E. Simon Galloway/Motorsport Images

Jaguar, in a statement of its own, accepted the ruling, and said that had it filed correctly, it would have been compliant.

“Like all Formula E teams, we have welcomed the introduction of the FIA Formula E Financial Regulations and have worked transparently and cooperatively with the Cost Cap Administration throughout this first full reporting period covering Season 9,” the team said.

“It’s an extremely complex process and while at all times JRL acted in good faith with honesty, integrity and in a spirit of transparency and cooperation, we acknowledge that procedural filing errors have led to the minor overspend breach of 0.6%, GBP £73,849.

“Following consultation with the FIA, we believe that had we filed correctly we would have been fully compliant with Teams’ Cost Cap and the minor overspend breach would not have occurred. Unfortunately, we understand a re-filing is not allowable by the current Regulations and therefore due to these unintended procedural errors we are in a very minor overspend position. At no time did we seek or gain a technical or sporting advantage, as can be seen and confirmed by the Cost Cap Administration’s findings and the nature of the ABA.

“We will continue to work closely with the FIA going forward on the development and application of the cost cap and in the best interests of Formula E – the pinnacle of electric racing.”

Jaguar finished second in the 2022-23 season, with four wins (all courtesy of Mitch Evans), while Nissan finished seventh, its best finish being a second place in the second race of the Rome E-Prix by Norman Nato, who was recently re-signed by the team for upcoming season after a year with Andretti.

Sealing components makes Red Bull device a non-story – FIA

The FIA believes the steps taken to ensure no team changes the ride height under parc ferme conditions will make it a non-story from the United States Grand Prix onwards. Red Bull has been the focus of attention because a rival team complained to …

The FIA believes the steps taken to ensure no team changes the ride height under parc ferme conditions will make it a non-story from the United States Grand Prix onwards.

Red Bull has been the focus of attention because a rival team complained to the FIA about its design in Singapore, leading to a clampdown from the governing body to ensure no team breaches parc ferme regulations. The FIA’s single seater director Nikolas Tombazis says sealing the component in question once it can no longer be adjusted should rule out any suspicions moving forward and attributes the recent focus to the heat of a championship battle.

“At the previous race, it was pointed out to us that certain designs could allow a change of the height of the front of the car, which some people call a bib, in parc ferme,” Tombazis told Sky Sports. “We didn’t have any indication or any proof that anybody was doing something like that. That would be clearly illegal under parc ferme regulations.

“But as I said, we didn’t have any clear indication that somebody was doing such a thing, so we said from this race onwards, there must be no possibility to do such a thing at all. If a team has a design that would allow a quick change of that height, then it had to be sealed so they could not have access in parc ferme. I think all teams have adhered to that, and as far as we’re concerned, that’s reasonably under control.

“I think it’s certainly not a story from now on. I think we’ve done all that’s needed to stop there being any accusations, and then of course it is a tight championship and people get rather excited about each other’s cars. We can’t definitively close the previous races or any insinuations between teams in a very competitive environment, but in the present situation, we believe it’s a non-story, yes.”

[lawrence-auto-related count=3 category=1388]

Tombazis says the FIA is unlikely to revisit previous races and the device’s use, despite Zak Brown’s calls for a full investigation into the way Red Bull has been running its car.

“Honestly, no. We’re talking … a couple of millimeters or something like that, potentially. We’re really talking very, very small numbers. I don’t think it’s something that we could go and check. But as I say, we don’t have any indication or proof or anything like that about something untoward having happened before.”

Red Bull team principal Christian Horner added that the setup has been in place since the start of the current regulations in 2022, and insists it has remained untouched like the rest of the car that is subject to parc ferme regulations.

“Every car has a tool that they can adjust the front of the bib, what we call the front of the floor being the bib,” Horner also told Sky Sports. “Ours is located at the front, in front of the footwell. It’s been there I think for over three years.

“You’ve got to have the pedals out, other panels and pipework out, in order to be able to get to it. It’s like any other adjustment on the car. It would be easier to adjust a rear roll bar than it is to get to that component. It’s all part of the packaging in the front end of the chassis.

“I think there’s been a bit of moaning from one of our rivals, and it’s the FIA’s job to look into these things. It’s on a list of the open source components. It’s been publicly available for the last three years. The FIA are happy with it. I think [maybe this is] just to satisfy some paranoia elsewhere in the paddock.

“It’s obvious that we’re at the start of a tripleheader — could have mentioned it three weeks ago. It was a conversation that we actually had with the FIA in Singapore. They looked at it, they’re more than happy with it…

“Just to explain to the public — there’s probably about 600 items on the car that are fully adjustable. Everybody can adjust these elements. What you can’t do is adjust them during parc ferme, and that is what hasn’t happened.

“As I say, it would be easier to adjust the floor stay or a roll bar or a push rod length than strip out the pedals. We have cameras watching the cars. We have scrutineers and witnesses watching the cars. Our car has come under more scrutiny in the last three years than any other car in the pit lane, so we’re totally comfortable.”

Verstappen limits press conference comments in protest of ‘ridiculous’ FIA language penalty

Max Verstappen refused to give full answers during the FIA press conference following qualifying for the Singapore Grand Prix in protest of the penalty he received for swearing earlier in the week. The FIA has been trying to clamp down on drivers …

Max Verstappen refused to give full answers during the FIA press conference following qualifying for the Singapore Grand Prix in protest of the penalty he received for swearing earlier in the week.

The FIA has been trying to clamp down on drivers swearing on team radio, with Formula One Management (FOM) — who control what airs from team radio in races — often broadcasting emotionally-charged messages. In Thursday’s official press conference, Verstappen swore when describing how bad his car was in the previous race, and was later given an obligation “to accomplish some work of public interest” because his language amounted to misconduct as defined by the International Sporting Code.

Fresh from qualifying second on Saturday night, Verstappen then offered extremely short responses to the questions from the FIA moderator in the top three press conference, and when asked if he could elaborate at one stage he said, “No, I might get fined or get an extra day, so…”

Verstappen did make clear to the moderator that his protest was not aimed at him, and then when asked by a member of the press room about his qualifying performance he replied, “I would prefer if you ask these questions outside the room.”

True to his word, the Dutchman then carried out his own impromptu briefing after walking out of the official press conference room, and explained the reasoning for his approach.

[lawrence-auto-related count=3 category=1388]

“I find it … ridiculous, what happened,” Verstappen said. “Why should I then give full answers? Because it is very easy, apparently, that you get a fine or some sort of penalty. I prefer not to speak a lot, save my voice, and of course we can do the interviews somewhere else.”

Verstappen believes the FIA wanted to set a precedent with him when it came to him saying his car was “f***ed” on Thursday, but insisted that his frustration was not with the stewards either.

“People got warnings or a little fine, and now with me they want to set an even bigger example, I guess, which for me is a bit weird because I didn’t swear at anyone particularly — I just said one thing about my car and they [reacted].

“It’s in the code, you know? They have to follow the book and it’s not the stewards; I don’t want to blame this on the stewards because I actually had a really good chat with them, and they need to follow the code, the book. I think they are quite understanding, but it’s difficult for them as well.”

An FIA spokesperson confirmed Verstappen would face no action for his approach to the press conference on Saturday, as he had fulfilled his obligations by attending and providing answers, regardless of length.

Verstappen also received support from both Lando Norris and Lewis Hamilton, who had qualified on pole position and third respectively.

“He deserved it!” Norris joked. “Foul language, so… I think it’s pretty unfair. I don’t agree with any of it.”

Hamilton added: “I think it’s a bit of a joke, to be honest. This is the pinnacle of the sport. Mistakes are made. I certainly won’t be doing [community service], and I hope Max doesn’t do it.”

Hamilton critical of ‘racial element’ to FIA president’s wording of language complaint

Lewis Hamilton says he’s unhappy at FIA president Mohammed Ben Sulayem’s choice of words when telling drivers not to swear so much, believing there to be a racial element to his comments. Ben Sulayem told Autosport he has asked Formula One …

Lewis Hamilton says he’s unhappy at FIA president Mohammed Ben Sulayem’s choice of words when telling drivers not to swear so much, believing there to be a racial element to his comments.

Ben Sulayem told Autosport he has asked Formula One Management (FOM) to think about what is put out to air, but that the drivers also need to try and have more restraint during races, saying, “We have to differentiate between our sport — motorsport — and rap music. We’re not rappers …They say the f-word how many times per minute? We are not on that. That’s them and we are [us].”

[lawrence-auto-related count=3 category=1388]

Among the most senior drivers on the grid, Hamilton was understanding of the request, but criticized the connotations of the language Ben Sulayem used himself in the interview.

“I think there’s two segments to that,” Hamilton said. “I’ve only heard of that today. On one side, when I was 22, I didn’t think of it as much and it was more your emotions are just firing and you’re saying whatever comes to mind, forgetting how many people are listening and the kids that are listening, all those kinds of things.

“I agree in that sense that you listen to some of the younger drivers, and they’ve not got it yet. And at some stage, they probably will. I’m sure if there’s penalties for it, people will stop it. I don’t know whether that’s something that’s needed. I definitely think there is a little bit too much of it.

“And then just with what he’s saying, I don’t like how he’s expressed it, saying that [about] rappers is very stereotypical. You think about most rappers are black. That really kind of points it towards, when he says ‘we’re not like them’… so I think those are the wrong choice of words. There’s a racial element there.

“But as I said, I agree with the fact that I think cleaning up a little bit [would be good]. Also, it’s good to have some emotions. We’re not robots. And for me, the way I control it is because there’s over 2,000 people that are working towards me having this position and being where I am.

“Obviously I’ve got a lot of followers of all ages, but it’s not about me. And even though I’m having this experience on-track, what I do and what I say affects all those people who are sacrificing time with their families, who are giving absolutely everything for me to have this privileged position and opportunity. So I think it’s just understanding that, and putting the aggression somewhere else. That’s what I try and do.”

Many other drivers have criticized Ben Sulayem’s request, suggesting radio messages that contain swearing should simply not be broadcast.

FIA Super License change opens the door for Antonelli debut

The FIA has opened up the possibility for Andrea Kimi Antonelli to take part in practice sessions this year before he turns 18, as well as for drivers to earn a Super License at a younger age. Previously, drivers had to be 18 years old to qualify …

The FIA has opened up the possibility for Andrea Kimi Antonelli to take part in practice sessions this year before he turns 18, as well as for drivers to earn a Super License at a younger age.

Previously, drivers had to be 18 years old to qualify for a Super License, and hold a valid driving license when they apply for a Super License for the first time. Earlier this year, Williams made a request to the FIA for those rules to be reviewed and for special dispensation to be given to Mercedes young driver Antonelli, who doesn’t turn 18 until the end of August.

[lawrence-auto-related count=3 category=1388]

An amendment has since been made to Appendix L of the International Sporting Code that deals with driver licenses, and the requirement for drivers to hold a valid driving license when applying for their first Super License has been removed, while 17 year olds will now also be eligible at the FIA’s judgement.

“At the sole discretion of the FIA, a driver judged to have recently and consistently demonstrated outstanding ability and maturity in single-seater formula car competition may be granted a Super License at the age of 17 years old,” the addition to the requirements read.

Similarly, the ability for 17-year-old drivers to acquire a license to take part in Formula 1 free practice sessions has also been opened up.

“At the sole discretion of the FIA, a driver judged to have recently and consistently demonstrated outstanding ability and maturity in single-seater formula car competition may be granted a Free Practice Only Super License at the age of 17 years old.”

Antonelli is on the shortlist to replace Lewis Hamilton at Mercedes in 2025, with the Italian currently sixth in the Formula 2 championship standings after securing enough points for a Super License courtesy of two Formula 4 and two Formula Regional titles in each of the past two years.

FIA’s Tombazis says 2026 F1 rules address 2022 errors

The new 2026 technical regulations will address aspects the FIA got wrong with the 2022 cars (pictured above in prototype form at its 2021 launch), according to its single-seater director Nikolas Tombazis. The governing body has released its planned …

The new 2026 technical regulations will address aspects the FIA got wrong with the 2022 cars (pictured above in prototype form at its 2021 launch), according to its single-seater director Nikolas Tombazis.

The governing body has released its planned technical regulations for 2026 that will be ratified at the end of this month, confirming active aerodynamics as part of a slightly smaller and lighter car design. There are also changes to the floor regulations and diffuser impact to try and remove the need for cars to be run as low and stiff as the current ones, that saw the re-introduction of ground effect in 2022.

“A significant part of these regulations has involved thinking about the fans,” Tombazis said. “We believe we made a step towards closer racing in 2022, but there were also things we got wrong and we’re trying to get it completely right now.

“We believe the racing will be much more exciting and much closer between cars. We expect cars to be still very challenging to drive; there will be a bit less downforce on the cars, there will be a few more things to look after for the drivers. And hopefully that, together with the closer racing, will always keep it a drivers’ championship and a big challenge for these very intelligent and talented individuals.”

[lawrence-auto-related count=3 category=1388]

One of the targets of the 2022 regulations was to provide a closer grid due to limitations in aerodynamic development and the introduction of a cost cap, but Red Bull has dominated the sport in recent years.

While convergence is now being seen, Tombazis also believes that there is a better chance of more than one team fighting at the front from 2026 because the cost cap has been in place for a longer time, leading to a leveling of the playing field that hadn’t taken effect two years ago.

“We don’t set out to do regulations with a pecking order in mind — we can never predict who will get it right and who will not,” he said. “But when there are big changes — and these are big changes — we do expect a bit of a reshuffle. We can’t predict the nature of that reshuffle but it is natural to expect one.

“This is the second set of regulations where teams will be developing a car under the cost cap. And that is an opportunity for some of the smaller teams to catch up. The bigger teams can’t just spend irrationally and in all possible directions. All of the teams will need to prioritize and decide on where to put the effort.”

Tombazis noted that teams will also not be able to write off next season completely to focus on 2026, with restrictions on when they car do certain work on the new regulations.

“There are some limitations in the regulations about when teams can develop. For example, teams cannot start any aerodynamic development until 1 January, 2025. That’s to stop certain teams getting, let’s say, a very early start and maybe an unfair advantage. But on the mechanical side, the chassis, the structures, everything, teams will pretty much start as soon as these regulations are confirmed.”

Why active aero is part of the 2026 F1 regulations

The FIA has released its outline of the 2026 Formula 1 technical regulations, and a central component is the introduction of active aerodynamics. As part of the new rules, cars will have a three-element active rear wing, with the beam wing removed …

The FIA has released its outline of the 2026 Formula 1 technical regulations, and a central component is the introduction of active aerodynamics.

As part of the new rules, cars will have a three-element active rear wing, with the beam wing removed and simplified end plates, coupled with a two-element active front wing. Those will work in tandem to allow teams to run their cars in two different specifications throughout a lap, with the high downforce setting known as Z-mode for cornering, changing to a low drag X-mode on straights.

Although the power unit regulations have been simplified with the removal of the MGU-H, the added reliance on the MGU-K — almost tripled to 350kW and now delivering nearly 50% of the overall power — means drag has a bigger impact on energy usage.

FIA head of aerodynamics Jason Somerville explains why the solution was active aero, and why it has taken nearly two years since the power unit regulations were confirmed for the technical rules to follow.

“One of the aspects of the 2026 power unit is the greater reliance on electrical energy,” Somerville says. “If you were to drop the 2026 power unit into a current car, given the underlying drag level, the energy required to push the car through the air is rather high, and that wouldn’t be very well aligned with the characteristics of the power unit. We would end up with a severe drop-off in speed on the typical main straights.

“So, the focus for 2026 aerodynamically has been to reduce the base level of drag of the car, while trying to maintain a good level of downforce in the corners, and that’s led us towards active aerodynamics.”

The initial exploratory work for an active aero approach focused on a version of DRS that could be consistently used on every straight, but then the FIA found that the amount of drag reduction that was required had a bigger impact on the overall handling of the car.

“One of the main changes for 2026 aerodynamically hinges on reducing the drag from the rear wing. In order to reduce the overall drag, we have an active portion of the rear wing — akin to the DRS system that we currently have, although with more moving elements — which move to a greater degree.

“From our simulation work with the teams and their drivers, as soon as you have a rear wing that moves to reach the target drag level, it was clear that you needed to have an active front wing to match the balance characteristics.

“There were certain conditions where the drivers didn’t feel comfortable with a large forward aero balance, meaning lots of downforce on the front and not much downforce on the rear. So that led us towards the need to have an active front wing, as well as an active rear wing.”

But Somerville insists the new regulations that have been released are not solely shaped by issues with the power unit characteristics. As with the 2022 rules change, the primary focus was on trying to make cars even more conducive to close racing and being able to follow each other despite high levels of performance.

“The main goal of the 2026 aero rules is really to focus on re-establishing following car performance,” he said. “We want great racing; we want to ensure that the cars can race closely so the 2026 rules are an opportunity for us to reset the baseline level of the car so that they can race well together.

“And we also aim to make sure that the aerodynamics package is closely working with the power unit. Clearly the 2026 power unit has different characteristics, with a greater electrical component and as the heart of the car, we really needed to make sure that the aerodynamics complement that power unit.

“We believe [we’ve got it right], but time will tell! Because of the lead-times needed to design and produce a new power unit, the regulations for the power unit were defined first. And then the technical regulations for the aerodynamics evolved afterwards — that’s really where we are now.

“We’re just at the phase where we’ve finished the broad outline of the technical regulations for 2026, covering the aerodynamics, and over the next few months, we will refine them so that they are ready for the teams to commence their wind tunnel and CFD development work in January 2025.”

Although active aero is a new addition as such a central aspect to the regulations, there was provision for an active front wing in 2009 so the FIA has experience of the concept. And when teams do get to begin the aerodynamic development, the FIA’s single seater technical director Jan Monchaux believes it both opens F1 up to technology already in use on many road cars, as well as providing a new engineering challenge to tackle.

“Our industry has decided to make quite a severe change of direction to try to align itself a little bit more with the world we’re living in in 2024,” Monchaux said. “And as an engineer, I find that after 20 years I’m happy to see we are capable of opening up ourselves to active aerodynamics, even if it will be regulated and limited.

“Every high-end premium car has active aero on the road and I think nowadays, thanks to technology, we are in a far better position than maybe 30 or 40 years ago to develop these systems in a safe and reliable manner.

“I’m glad that we are going to have tools that help to solve quite a few challenges engineers, especially aerodynamicists, are currently facing. Being able to decouple your straight-line performance from cornering performance, I think it’s going to be a very interesting, interesting journey.

“So I’m proud of the work that the team at the FIA, supported by the input of the F1 teams, has done and I’m very excited to see how the cars will look and how they will perform in 2026.”