BUDAPEST, HUNGARY – JULY 21: Adrian Newey, the Chief Technical Officer of Red Bull Racing, watches from the pit wall during practice ahead of the Hungarian Formula 1 Grand Prix at the Hungaroring on July 21, 2023 in Budapest, Hungary. (Photo by Mark Thompson/Getty Images) // Getty Images / Red Bull Content Pool // SI202307210332 // Editorial use only //
As we approach the next F1 regulation reset in 2026, more and more information is being revealed, some concerning and some intriguing – it is too early to make a definitive judgment on whether they are positive or negative. The latest details were disclosed by Newey, who explained that the new F1 power units for 2026, which will rely more on the electric component, will require the Internal Combustion Engine (ICE) to function as a generator to enhance electrical power. This means that the next generation of F1 Turbo-Hybrid power units will need to be operated in an unconventional manner.
In an interview with Motorsport.com, Newey stated: “It will certainly be a peculiar formula in the sense that the engines will be working at full capacity as generators most of the time. So, the idea of the engine working hard in the middle of the Loews corner [Monaco] will require some adaptation.” While the power unit regulations for 2026 have been finalized for quite some time, the aerodynamic rules are far from definitive. However, one thing is certain – the new cars will have active aerodynamic parts to reduce drag on the straights and offset the expected decrease in power unit performance compared to the current setup.
Initial simulations conducted by the teams revealed that the cars are experiencing instability due to the movable aerodynamic parts. When asked if finalizing the power unit project before the chassis project was the correct approach, Newey commented: “I think it’s a valid point, and even the FIA would probably acknowledge that – that only engine manufacturers wanted this type of 50/50 combustion-electric engine. 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 technology development.”
Newey continued: “The problem lies in the cost, especially of the electric motors that meet F1 standards, as well as the inverters and batteries. Currently, it’s very high, but perhaps future production techniques will help reduce it. Another challenge is the battery itself. F1 regulations require 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 increases the risk that it may not directly translate into relevant technology for the roads.”
“However, perhaps that’s not the most important aspect anyway. Manufacturers, although they may never admit it, are mainly 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 will be a challenge. It’s fair to say that the engine regulations were created and implemented with little consideration for the chassis side, and this is causing significant problems in the search for 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, is in line with my previous statement of using F1 to popularize a trend,” concluded Newey.
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