Key figures in Formula 1 will convene on Monday to decide whether to implement a series of regulatory tweaks after weeks of intensive dialogue across the sport. The focus of these discussions is the early impact of the brand‑new 2026 chassis and power‑unit specifications, which feature an almost even split between internal‑combustion and electric propulsion. While the sport always intended to review the new rules after the opening races, the topic has been thrust back into the spotlight following the Japanese Grand Prix.
At Suzuka, drivers voiced fresh criticism of the energy‑management constraints imposed during qualifying, and a dramatic crash involving Oliver Bearman highlighted the dangers of large speed differentials between cars. In the wake of those events, a series of meetings were held during the mandatory April break, bringing together the FIA, the Formula 1 commercial rights holders, team technical staff and engine manufacturers, as well as driver representatives, to explore possible adjustments—particularly to the way energy is allocated and used. Monday’s session will feature representatives from all major stakeholders: the FIA, Formula 1 management, the teams and the engine builders.
Their mandate is to agree on a set of proposals that will then be submitted for a World Motor Sport Council electronic vote. The next race on the calendar, the Miami Grand Prix, will mark the resumption of the season after the break.
In a social‑media message posted ahead of the meeting, FIA President Mohammed Ben Sulayem praised the tone of the talks, describing them as "constructive and collaborative". He also thanked the drivers for offering "invaluable input on adjustments they feel should be made, especially concerning energy management, to ensure safe, fair and competitive racing". Mercedes team principal Toto Wolff echoed that sentiment, warning that any rule‑change approach must be "with a scalpel, not a baseball bat".
Speaking to the press on Monday morning, the Austrian said: "The discussions among drivers, the FIA, Formula 1 and the teams have been constructive, and we all share the same objectives. We want to improve the product, make it pure racing, enhance safety, but we must act with precision rather than blunt force. I am hopeful we will reach good solutions today, even though we are only three races into the season." Wolff added that past decisions were sometimes made hastily, leading to overshooting the mark. "We are custodians of this sport," he said, "and I am cautiously optimistic that we can evolve the racing while aligning safety, fairness and excitement." Since pre‑season testing began, many drivers have expressed concerns about the new regulations and how they affect driving style.
There has also been an ongoing debate about whether competitive rivalries might hinder collaborative regulation work. Wolff, whose Mercedes team has dominated the early part of the new era, stressed that as "guardians of the sport" they must avoid public bad‑mouthing or gamesmanship that could cloud the decision‑making process. "The drivers, the FIA, Formula 1 and the teams need to understand our responsibility as stewards of this sport," Wolff said.
"We must respect what the sport has given us and work constructively to improve where needed and protect it where necessary. Opinions are legitimate, but they belong in stakeholder discussions, not in public tirades." He warned that public comments can have delayed effects on fan perception, and that the sport’s huge global audience deserves thoughtful communication. "We have hundreds of thousands of fans who love the sport, and others who are less enthusiastic about certain aspects.
To protect this massive opportunity, we must refrain from disparaging the sport publicly," Wolff continued. Mercedes driver George Russell, who also serves as a director of the Grand Prix Drivers' Association, outlined the two main changes drivers are seeking: eliminating lift‑and‑coast tactics in qualifying and reducing closing speeds that lead to dangerous incidents. He explained that the Bearman‑Colapinto crash at Suzuka was exacerbated by a mismatch in power usage—Bearman had activated his boost button, delivering 350 kW, while Colapinto, having used his boost earlier, was low on battery and thus slower. This created a stark speed differential in a non‑Straight‑Mode (SM) section of the track.
Russell suggested that a short‑term remedy could be to increase the allowed rate at which the battery can harvest energy when the driver is on full throttle—a practice known as "super clipping". "There’s a lot of low‑hanging fruit," he said. "For example, allowing a minus‑350 kW super clip would reduce lift‑and‑coast and improve overall driveability." He also pointed out that some regulations limit how quickly an engine can be derated, meaning on very short straights there isn’t enough time to drop from 350 kW to a lower setting. Minor adjustments to these rules could have a significant positive impact on the racing experience.
Russell praised the recent communication between the FIA and a select group of drivers, describing it as the closest relationship the sport has had with the governing body in many years. This improved dialogue, he believes, is a positive sign for collaborative problem‑solving. The upcoming meeting will determine whether these and other proposals move forward to the World Motor Sport Council for final approval. If adopted, the changes could reshape how teams manage energy, how drivers approach qualifying and race strategy, and ultimately how safe and exciting the competition remains as the 2026 technical era settles in.
Formula 1 returns on May 1‑3 with the Miami Grand Prix, the season's second sprint weekend, live on Sky Sports F1. Stream Sky Sports with NOW – no contract, cancel anytime.