FIA’s Nikolas Tombazis promises F1 will avoid repeat of 2014 power unit disparity in 2026

The 2026 Formula 1 season is set to introduce a wave of significant technical changes, particularly with the arrival of the new generation of power units. These updated hybrid engines are expected to maintain outputs exceeding 1,000 horsepower (approximately 750 kilowatts), although the distribution of that power will shift due to a fundamental overhaul of the internal architecture and energy sources.

The upcoming power unit formula will retain the 1.6-litre V6 turbocharged internal combustion engine that was first introduced in 2014. However, in contrast to the previous generation, the combustion engine’s output will be reduced from approximately 850 horsepower to around 540 horsepower. This substantial reduction is due in large part to the removal of the MGU-H (Motor Generator Unit – Heat), a component that previously harvested heat energy from the turbo.

With the MGU-H eliminated, the hybrid section of the power unit will take on a much greater role. The MGU-K (Motor Generator Unit – Kinetic), which recovers energy from braking, will see its power delivery more than double—from 160 horsepower (120 kilowatts) to a staggering 470 horsepower (350 kilowatts). This shift reflects a growing emphasis on electric propulsion, consistent with Formula 1’s broader commitment to sustainability.

Fuel usage will also be regulated more strictly under the new rules. The fuel flow will be limited and calculated based on the total energy content rather than volume alone, and teams will be required to run fully sustainable fuels. These measures aim to push F1 toward a greener, more energy-efficient future while maintaining the extreme performance levels fans expect.

In anticipation of these sweeping changes, FIA Single-Seater Technical Director Nikolas Tombazis has made it clear that the governing body is committed to avoiding the type of performance imbalance that occurred in 2014. That year marked the beginning of the turbo-hybrid era and saw Mercedes dominate the field almost unchallenged, benefiting from a vastly superior power unit that other teams struggled to match for years.

Tombazis explained that while past imbalances were eventually corrected by teams investing heavily in development—through hard work, intense effort, and significant financial expenditure—such a route is no longer viable in today’s cost-capped Formula 1 environment. He emphasized that the FIA had anticipated this issue as early as 2022, when the initial regulations for the 2026 power units were approved, and had already included placeholder provisions to address such scenarios.

Now, according to Tombazis, active discussions are taking place with all current and future power unit manufacturers to finalize specific measures designed to prevent a single-engine supplier from gaining an unassailable advantage. The objective is to maintain performance parity, protect the quality of racing, and ensure competitive balance across the grid.

Tombazis was careful to clarify that the FIA is not considering any artificial mechanisms to boost the performance of underpowered engines directly. Instead, the regulations under discussion would allow manufacturers whose engines fall below a certain performance threshold to carry out additional development work, within limits. This would provide struggling suppliers with a fair opportunity to close the gap without resorting to unrestricted spending.

The necessity of such a mechanism, he said, arises directly from the financial limitations imposed by the budget cap. Without it, there is a real risk that a less competitive engine manufacturer—especially a new entrant—could find itself permanently stuck at the back of the grid, unable to catch up. Tombazis stressed that Formula 1 is an industry built on immense technical expertise, often acquired over decades, and that newer entrants cannot be expected to match that knowledge immediately.

Given that new power unit suppliers are being asked to compete against established names like Mercedes, Ferrari, and Renault—who have accumulated vast experience and technical depth over the last 10 to 15 years—Tombazis believes there is a strong ethical and sporting case for providing some form of catch-up mechanism.

He concluded by stating that Formula 1 must avoid condemning any engine manufacturer to “permanent misery and humiliation.” Instead, the FIA wants all suppliers, whether legacy or new, to be given a realistic chance to compete on equal terms in what promises to be a transformative era for the sport.

Jul 19, 2025Luca Marini

Let other Scuderia Fans know about us