FIA cuts recoverable energy in F1 qualifying to stop extreme tactics

Energy management is at the centre of the Formula 1 2026 technical regulations. The decision to triple the power of the MGU-K compared to last year, but without the MGU-H and with a battery whose capacity has remained unchanged, has presented the teams with a very complex challenge. Even on a single qualifying lap, understanding where and how to deploy the energy requires detailed study.

Having 350 kW available with the same battery capacity means that, especially on demanding tracks like Melbourne, drivers risk running out of energy on the straights if it is managed incorrectly. In the race, this scenario will be almost inevitable, but in qualifying the situation is different.

The FIA was aware that on some circuits there was a risk that drivers, in order to recover energy, might avoid pushing at maximum – for example by lifting off the throttle early to maximize battery recharge. In certain situations, it would actually be more advantageous to lose a few km/h at the end of the straights, where aerodynamic drag matters more than pure power, to recharge rather than continue pushing and end up with an empty battery.

Three different profiles between practice, qualifying and the race

The underlying idea is simple: sacrifice something in areas that are already high-speed, where the time lost is limited, in order to recover energy to use in later sections. If carefully studied, this compromise could still guarantee a lap-time advantage.

The problem is that there was a risk of seeing these extreme tactics repeated continuously even in qualifying, which should instead be the moment when drivers truly push to the maximum.

For this reason, an article was inserted into the regulations a few months ago allowing the FIA to further reduce the limit of recoverable energy during a qualifying lap, discouraging drivers from using lift and coast even on a flying lap. This clause has already been activated by the governing body in Melbourne, one of the most demanding tracks in terms of energy management because almost 70% of the lap is spent at full throttle, with relatively few braking zones.

For the race, the FIA has already decided to lower the recharge limit from 8.5 to 8 MJ per lap, while it will remain unchanged in free practice, where it will stay at the maximum permitted by the regulations.

“This limit may be reduced to 8 MJ in competitions where the FIA determines that the maximum recoverable energy per lap, attributable to braking and partial-load phases, does not exceed 8 MJ,” states the 2026 technical regulations.

Only 7 MJ recoverable per lap in qualifying

However, in qualifying that limit will be lowered even further, from 8.5 to 7 MJ, to avoid excessively extreme recovery techniques even on a flying lap.

“This limit may be reduced further, but not below 5 MJ, for sprint qualifying and qualifying sessions in competitions where the FIA determines that the recovery strategies required to respect the previous limit [of 8.5 MJ] are excessive.”

This means that at the end of the straights there will not only be less super clipping –when the MGU-K works against the internal combustion engine while the driver still has the throttle fully open – but drivers will also be less tempted to use lift and coast to recover energy, simply because the amount recoverable will be lower.

The current regulations state that when super clipping, drivers can recover only 250 kW, not the full power of the MGU-K. By contrast, when the driver lifts off the throttle, it is allowed to recover at maximum power, 350 kW. For this reason, in certain situations – especially in the final meters before a heavy braking zone where less time is lost – some drivers might have been tempted to use lift and coast.

George Russell, Mercedes

Photo by: Steven Tee / LAT Images via Getty Images

Watch the sections where energy can be saved

The only moments when drivers will be able to exploit the full 8.5 MJ recoverable per lap will be in overtake mode, free practice, and out-laps, although a clarification is necessary.

The out-laps, where recovering 8.5 MJ will be allowed are those in practice and qualifying, so that drivers can begin their flying lap with a fully charged battery. In the race, however, even after a pit stop the 8 MJ per lap limit will still apply.

Because this circuit has power-limited sections exceeding 3,500 meters, the FIA has imposed a maximum power reduction rate of 50 kW/s, to prevent sudden drops in speed on the straights. However, there are exceptions: the federation has indicated that between Turn 11 and Turn 13, in the final part of the lap, teams may choose not to use the energy, allowing a power reduction of more than 150 kW, in order to conserve it for sections where it may be more useful.

However, this increased need to recover energy compared to last year could create significant traffic problems for some teams.

“Yes, because to charge the battery on the out-lap in certain sections you have to go slowly, but on some straights you must go flat-out. But if on that straight – where you should be full throttle – you have to let someone pass, you’re screwed, right?” said Ayao Komatsu, team principal of Haas.

“So, in qualifying there is really a lot of potential for disaster. But again, that’s why for me free practice is so important: you have to simulate that situation as much as possible. You can’t arrive in Q1 and face qualifying for the first time there! What is the best compromise? It’s a huge aspect, really. It will be a good challenge.”

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– The Autosport.com Team