Quick 2026 Engine Question...
Discussion
I follow Oversteer48's blog, latest here - https://preview.mailerlite.io/emails/webview/10365...
The bit that caught my eye is this: "First, the petrol / electrical split is changing to 50-50. The battery will be increased to 350KW, pretty much three times the previous capacity, and that means the hybrid system now produces around 500bhp. So to compensate, the engine itself will produce less power than it did before, reduced to around 500bhp."
Appreciate he has simplified the regs etc but if I am reading this right do the 2026 engine regs limit electrical power to 350KW and ICE power to 500bhp?
In which case does that mean when the teams engines hit those power levels they cannot exceed them? It seems to me that will stifle innovation in the engine area to eek out more power, is that the case?
The bit that caught my eye is this: "First, the petrol / electrical split is changing to 50-50. The battery will be increased to 350KW, pretty much three times the previous capacity, and that means the hybrid system now produces around 500bhp. So to compensate, the engine itself will produce less power than it did before, reduced to around 500bhp."
Appreciate he has simplified the regs etc but if I am reading this right do the 2026 engine regs limit electrical power to 350KW and ICE power to 500bhp?
In which case does that mean when the teams engines hit those power levels they cannot exceed them? It seems to me that will stifle innovation in the engine area to eek out more power, is that the case?
Yes, no way is it 350kWh. Even the Hummer EV is well short of that. 350 is more like what you'd find on a piece of heavy plant or a EV HGV!
350kW power output definitely. I think about 470hp.
Also I'm guessing these are just "around" figures. The regs will have been aimed at making "about 350kW" the most realistically achievable target. But if you're very clever I don't think there is anything stopping you from being able to make a bit more power from the engine. I presume they are still going to have the fuel rate limit of 100kg/HR was it? I mean that ultimately limits your power output right there.
350kW power output definitely. I think about 470hp.
Also I'm guessing these are just "around" figures. The regs will have been aimed at making "about 350kW" the most realistically achievable target. But if you're very clever I don't think there is anything stopping you from being able to make a bit more power from the engine. I presume they are still going to have the fuel rate limit of 100kg/HR was it? I mean that ultimately limits your power output right there.
Edited by Otispunkmeyer on Thursday 25th December 13:25
You are right OP in that the ICE and electric power will be roughly 50/50 in 2026. Electric power is limited to 350 kw, but interestingly ICE power is not limited by regulations. That probably explains the current arguments about the ICE compression ratio, and how Mercedes and Red Bull have apparently found a way to increase it.
Active aero and sustainable fuel will also be key areas nest year- will be fascinating to see how Ferrari cock it up.
Active aero and sustainable fuel will also be key areas nest year- will be fascinating to see how Ferrari cock it up.
Piginapoke said:
You are right OP in that the ICE and electric power will be roughly 50/50 in 2026. Electric power is limited to 350 kw, but interestingly ICE power is not limited by regulations. That probably explains the current arguments about the ICE compression ratio, and how Mercedes and Red Bull have apparently found a way to increase it.
Active aero and sustainable fuel will also be key areas nest year- will be fascinating to see how Ferrari cock it up.
This is what I was basically getting at: The battery is limited to a max output of 300KW but the ICE has unlimited power output according to the new regs (but has limited CC/compression ratio etc)?Active aero and sustainable fuel will also be key areas nest year- will be fascinating to see how Ferrari cock it up.
Whenb I read the blog I quoted from I got the impression that the ICE power output itself was being capped which is not the case right?
Link to 2026 technical regs:
https://www.fia.com/system/files/documents/fia_202...
The format of the regulations documents have all changed for ‘26, and there’s a load of new terminology for these PUs.
Section 5 covers power unit specifications, and Page 63 has a handy diagram of the power unit.
350kW is the maximum flow of electrical power between battery and motor, 350kW is also the maximum charging rate.
The battery itself has a capacity of 4MJ, which is just over 1kWh.
Maximum electrical energy deployed is 9MJ per lap.
For the ICE, maximum fuel energy flow at high revs is 3,000MJ/h, for 2026 the fuel wil be synthetic prototype fuel produced for each engine manufacturer.
While there’s many rules regarding the specification and construction of the ICE, there’s no defined limit to its power so teams need to balance performance and reliability. There doesn’t appear to be a rev limit.
Sporting penalties for reliability continue to apply, so each PU component is expected to last for several events.
https://www.fia.com/system/files/documents/fia_202...
The format of the regulations documents have all changed for ‘26, and there’s a load of new terminology for these PUs.
Section 5 covers power unit specifications, and Page 63 has a handy diagram of the power unit.
350kW is the maximum flow of electrical power between battery and motor, 350kW is also the maximum charging rate.
The battery itself has a capacity of 4MJ, which is just over 1kWh.
Maximum electrical energy deployed is 9MJ per lap.
For the ICE, maximum fuel energy flow at high revs is 3,000MJ/h, for 2026 the fuel wil be synthetic prototype fuel produced for each engine manufacturer.
While there’s many rules regarding the specification and construction of the ICE, there’s no defined limit to its power so teams need to balance performance and reliability. There doesn’t appear to be a rev limit.
Sporting penalties for reliability continue to apply, so each PU component is expected to last for several events.
The basic engine and turbo design is prescribed tightly, as is the fuel flow rate and boost level, this will limit power.
They have also capped the speed of the cars by mandating zero power from the battery above two speeds, depending on if you have engaged overtake mode or not.
345kph for normal mode, 355kph for overtake mode. The car overtaking has a 10kph speed advantage, basically DRS using battery energy instead of aero drag.
If you read the regs it's all written in there.
They have also capped the speed of the cars by mandating zero power from the battery above two speeds, depending on if you have engaged overtake mode or not.
345kph for normal mode, 355kph for overtake mode. The car overtaking has a 10kph speed advantage, basically DRS using battery energy instead of aero drag.
If you read the regs it's all written in there.
Do we know what s happening with the discussions between RB and Mercedes and the FIA regarding engine compression ratios?
I understand they ve found a loophole to allow the engines to compress at this years levels using some clever tech/materials and need clarification of its legality.
I understand they ve found a loophole to allow the engines to compress at this years levels using some clever tech/materials and need clarification of its legality.
Arrivalist said:
Do we know what s happening with the discussions between RB and Mercedes and the FIA regarding engine compression ratios?
I understand they ve found a loophole to allow the engines to compress at this years levels using some clever tech/materials and need clarification of its legality.
Nothing.I understand they ve found a loophole to allow the engines to compress at this years levels using some clever tech/materials and need clarification of its legality.
Sandpit Steve said:
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350kW is the maximum flow of electrical power between battery and motor, 350kW is also the maximum charging rate.
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When I read this, I immediately thought about the old Ford Focus WRC with it's big air tank in the bumper.350kW is the maximum flow of electrical power between battery and motor, 350kW is also the maximum charging rate.
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In essence, the rules for rally cars at the time said that the maximum airflow was governed by a restrictor in the inlet of X size. Ford installed a giant tank in the inlet system, and when the car was off throttle, air still flowed through the restrictor at X, but into the tank. That tank could then be emptied when the driver floored it, allowing a peak flow of far more than the restrictor allowed (until the tank emptied).
I wonder if it would be possible to do similar with the electrical system here and install something between the battery and motor (such as a super capacitor) that is energised by the battery at low demand times, and discharged into the motor alongside the battery power at peak demand? That way you'd be obeying the letter of the rule (i.e. flow in/out the battery doesn't exceed 350kW at any time) while still allowing a stronger initial acceleration hit than the regs intended to allow.
- All this is just my own beard rubbing, and I haven't even read the regs for myself to see if the FIA have headed this off with some well thought out wording.
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