F1 Agrees to 60/40 Power Split for 2027 and 2028 to Fix Unpopular Engine Rules

After just a handful of races under the heavily criticized 2026 engine regulations, Formula 1 has officially rewritten its own rulebook. The FIA, Formula One Management, and all engine manufacturers have unanimously agreed to abandon the controversial 50/50 power split between the internal combustion engine and electrical power. Starting in 2027, the sport will phase in a 60/40 split favoring combustion power, a move designed to eliminate the extreme energy management that has frustrated drivers and fans alike.[1][2][3]

When the 2026 regulations were drafted, the goal was to attract new automotive manufacturers by emphasizing road-relevant hybrid technology. The resulting power units demanded a near-equal contribution from the 1.6-liter turbocharged V6 and the electrical energy recovery system. While this successfully lured brands like Audi and Ford into the sport alongside returning stalwarts like Honda, the on-track reality proved highly problematic.[3][4][5]

Drivers quickly discovered that the 50/50 split left the cars chronically energy-starved on long straights. Because the electrical system was responsible for half the car's total output, the battery would rapidly deplete during sustained acceleration. Four-time world champion Max Verstappen was among the most vocal critics, labeling the resulting driving style "anti-racing" and threatening to leave the sport over the excessive focus on energy management rather than flat-out driving.[2][5]

The phenomenon of "super clipping" became the defining flaw of the 2026 cars. To avoid a sudden, dangerous loss of 350 kilowatts of electrical power at the end of a straight, the engine control unit would automatically begin harvesting energy while the driver still had the accelerator pedal pinned to the floor. This created a jarring sensation of deceleration at the fastest points on the track, leading to unpredictable closing speeds between cars and raising significant safety concerns.[2][4][5]

To address these concerns without forcing manufacturers to completely redesign their expensive new engines overnight, the FIA brokered a two-step phased approach. In 2027, the power split will shift to roughly 58/42 in favor of the internal combustion engine. The fuel-burning engine will see its maximum power output increase from 400 kilowatts to 420 kilowatts, facilitated by a five percent increase in the permitted fuel flow rate.[1][3]

Simultaneously, the electrical deployment from the MGU-K—the system that captures kinetic energy under braking—will be reduced from 350 kilowatts to 300 kilowatts in 2027. However, to ensure the battery can recharge faster and prevent the dreaded energy starvation, the maximum harvesting capacity will actually increase from 350 kilowatts to 375 kilowatts. This subtle rebalancing is intended to make qualifying laps more flat-out and reduce the yo-yoing of positions during races.[1][2][3][4]

The second phase of the regulatory overhaul will arrive in 2028, achieving the targeted 60/40 split. Fuel flow will be increased by a total of 13 percent compared to the 2026 baseline, allowing the internal combustion engine to produce up to 450 kilowatts of power. The electrical harvesting capacity will also see another bump to 400 kilowatts, giving drivers a much larger pool of energy to deploy strategically rather than constantly fighting to keep the battery charged.[1][2][3]

Reaching this unanimous agreement was not without friction. The FIA's single-seater director, Nikolas Tombazis, admitted that the governing body had anticipated these energy management issues before the 2026 season even began. However, early attempts to adjust the regulations were met with stiff resistance from manufacturers—particularly Audi and Ferrari—who had already committed massive financial resources to developing engines optimized for the original 50/50 split.[2][3]

The agreed-upon changes are not trivial engineering exercises. Increasing the fuel flow and combustion power requires modifications to the power unit casings to handle higher thermal loads. Furthermore, chassis designers will have to find space for slightly larger fuel tanks to accommodate the increased consumption, a complex task given the tight packaging constraints of modern Formula 1 cars. The phased introduction was the only way to secure the necessary votes from the engine suppliers.[2][3][4]

The pivot back toward combustion power is made politically and environmentally viable by Formula 1's adoption of 100 percent advanced sustainable fuels, which debuted alongside the 2026 engine rules. Because these drop-in fuels are synthesized using captured carbon or municipal waste, the internal combustion engine operates with a net-zero carbon footprint. This technological milestone allows the sport to increase fuel flow and combustion power without abandoning its aggressive sustainability targets.[4][5]

Beyond the immediate fixes for 2027 and 2028, Formula 1's leadership is already looking toward a more radical simplification of the sport's propulsion systems. F1 CEO Stefano Domenicali has publicly stated that the next major regulatory cycle, slated for 2031, must prioritize lighter cars, simpler engines, and a return to a more traditional racing formula. The two organizations are aligned that the next engine needs to be simpler and more traditional.[4]

This shift in philosophy has even sparked serious discussions about abandoning the V6 turbo-hybrid architecture entirely. FIA President Mohammed Ben Sulayem has suggested that naturally aspirated V8 engines, running exclusively on sustainable fuels with only minor electrification, could return to the grid by 2031. Surprisingly, this concept has gained traction among current engine manufacturers, with Mercedes reportedly expressing support for a simpler, louder, and more emotionally resonant power unit.[4]

For now, the focus remains on salvaging the current regulatory era. The 2027 and 2028 adjustments represent a rare moment of absolute consensus in the often-fractious Formula 1 paddock. By acknowledging the flaws in the 2026 rules and acting swiftly to correct them, the sport's stakeholders have prioritized the racing spectacle over rigid adherence to an unpopular technical directive.[2][3]

As teams and engine builders scramble to adapt their designs for the upcoming changes, drivers can look forward to a formula that rewards pushing to the limit rather than managing a battery state. The 60/40 split may be a compromise, but it is a necessary one that promises to restore the high-speed, flat-out racing that defines the pinnacle of motorsport.[1][2][3]