he would quit F1 if changes were not made<\/a>, but all other drivers were in agreement the issue needed to be addressed.<\/p>\nThe engine suppliers have agreed to change the ratio to 60-40 in favour of the internal combustion engine by 2028 and will do so in two steps.<\/p>\n
The compromise agreement comes after a month of talks in which Ferrari and Audi were leading a push to prevent the move to 60-40 being made in one step for 2027.<\/p>\n
A statement from governing body the FIA said: “The proposed changes are intended to address issues related to energy management and fuel energy-flow characteristics and make qualifying more flat-out while not impacting the positive and exciting racing generated by the new regulations.”<\/p>\n
The agreed plan will see the split changed to 58-42 in 2027 before moving to 60-40 in 2028.<\/p>\n
The changes will be made by increasing the fuel-flow to the internal combustion engine (ICE) by 5% in 2027 and 13% in 2028.<\/p>\n
This will increase the power from the ICE from about 400kW (536bhp) this year to 420kW (563bhp) in 2027 and 450kW (603bhp) in 2028.<\/p>\n
Power produced by the electrical part of the engine will be reduced from 350kW (470bhp) this year to 300kW (402bhp) from next year.<\/p>\n
The maximum power available in overtake mode, which gives a driver within one second of a car in front the ability to recover and use an extra 0.5MJ of energy per lap will remain at 350kW.<\/p>\n
But the maximum harvesting power of the electrical part of the engine will be increased from 350kW this year to 375kW in 2027 and 400kW in 2028.<\/p>\n
This last move will allow teams to recover energy more quickly, reducing the amount of time spent doing so.<\/p>\n
The biggest criticism of the new cars this year has been the engines were energy starved because it was too difficult to recover sufficient energy around a lap to meet the maximum allowance.<\/p>\n
In the early races, this led to unusual behaviour, such as drivers lifting off the throttle and coasting on qualifying laps, as well as recovering energy while on full throttle.<\/p>\n
This diminished the ‘flat-out’ nature of qualifying and led to bitter criticisms from some drivers.<\/p>\n
Two-time champion Fernando Alonso has said fast corners have become the “charging station for the car” as a result of the new rules.<\/p>\n
A first step to address the criticisms was made after the opening three races, when the maximum amount of energy that could be recovered on a lap was reduced, and the power of recovery when on full throttle was increased.<\/p>\n
All the drivers have agreed this was a welcome change but only a small step in the right direction.<\/p>\n
In addition to the rules agreement, the FIA has informed the power-unit manufacturers of the ranking of engine performance.<\/p>\n
This is important because it opens the door to manufactures deemed to be more than 2% behind the most powerful engine to upgrade their engines this year and next.<\/p>\n
The FIA has not published its verdict, but sources have said Red Bull have been found to have the most powerful engine.<\/p>\n
Only the power of the internal combustion engine is measured. The effectiveness of the recovery and deployment of the electrical system is not taken into account.<\/p>\n
Mercedes have been awarded one permissible upgrade this season and another next, while all other manufacturers – Ferrari, Audi and Honda – can make two in both this season and 2027.<\/p>\n
Those permitted upgrades are also allowed to spend extra money under the engine budget cap, on a sliding scale depending on the performance deficit.<\/p>\n
Honda was classed as the worst engine, as expected, but a source close to the FIA said they had been categorised in the bracket of 8-10% behind the most powerful.<\/p>\n
That means they miss out on the extra chunk of funding that had been made available to any manufacturer classed as more than 10% behind, which was as much as $19m (\u00a314m).<\/p>\n<\/div>\n
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