How F1 Changed Its Regulations Ahead of the Miami GP and What Audi's Nico Hülkenberg Thinks of Them
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Formula 1 implemented sweeping rule changes for the 2026 season, headlined by an increased reliance on the electric side of its hybrid system.
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While the new rules have developed some exciting racing scenarios, they've also proven to be incredibly controversial among both fans and drivers.
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Because of that controversy, the rulebook is getting a midseason shift. The new regulations are in place for this weekend's Miami Grand Prix.
If you're even a little bit clued in to Formula 1, you're probably aware that the sport implemented a widely changed rulebook at the start of the 2026 season. You're probably also aware that while the new rules have done a good job of shaking up the grid, they've also been incredibly controversial with both fans and the drivers themselves. In fact, the new regulations became so controversial that, with only three races completed, Formula One Management, in agreement with the FIA, the team principals, and the CEOs of the engine manufacturers, decided to overhaul the rule set.
The F1 leadership is so sure that a change is needed that the new rules will go into effect as soon as this weekend, at the Miami Grand Prix. Here's everything you need to know about the rule changes, as well as a bit of insight from Audi Formula 1 driver Nico Hülkenberg.
What's New?
Like the overhauls between the 2025 and 2026 championship seasons, these midseason changes are centered around the hybrid system found in each car. If you watched any of the first three races this year, you may have heard the announcers use the term "superclipping" or noticed drivers slowing down in corners that they previously took flat out. The two things are actually related. "Superclipping" refers to when a driver is at full throttle but their car is harvesting energy for the hybrid system—typically at the end of long straights or in high-speed corners.
Specifically for qualifying, the maximum recharge rate has been reduced from 8 megajoules (2.2 kWh) to 7 megajoules (1.9 kWh). The hope is that the lower maximum charge will bring the total time spent superclipping to between two and four seconds per lap. Along with decreasing the maximum charge, the peak recharge power has been increased from 250 kW to 350 kW, which is also aimed at reducing time spent harvesting. The increased recharge power will affect both qualifying and racing conditions.
Other changes on race day include capping the power from this year's new "Boost mode" at 150 kW (or the car’s current power level at activation, if that is higher) in order to avoid huge speed deltas as we saw between Oliver Bearman and Franco Colapinto at Suzuka. The hybrid system's MGU-K deployment will now be limited to 350 kW in key acceleration zones, defined as corner exit to braking zones, as well as overtaking zones, and limited to 250 kW on all other parts of the lap.
Race starts are getting a slight alteration as well. A new "low power start detection" system has been developed to identify cars with abnormally slow starts after letting out the clutch. In those situations, the MGU-K will automatically deploy to ensure that the car has a minimal amount of acceleration to remain safe without creating a sporting advantage. The system also includes flashing rear and side lights to alert drivers behind that the system is active.
How Do the Drivers Feel?
We weren't able to speak to everyone on the grid, but we did get the chance to ask Audi's Nico Hülkenberg his thoughts on the changes.
C/D: Could you speak a bit on the midseason regulation changes that are going into effect this weekend? Do you think they were necessary?
NH: Well, that's obviously a TBC for this weekend. On paper, they definitely look like a step in the right direction, especially when you look at safety. There was this big difference in delta speed, which, you know, can cause accidents like we saw in Japan, and that is dangerous at the end of the day.
C/D: Multiclass endurance championships seem to have mostly figured out keeping drivers safe despite large speed deltas between classes. Are there things that F1 could learn from the endurance categories regarding safety?
NH: I mean, it's in the DNA of endurance racing. You have different categories, but they don't directly battle each other because they're, you know, different categories. But it does happen every now and then that they get in each other's way, and there are incidents from that. I mean, that's quite normal, and inevitable in a way, because you have these big closing speeds there too. I think it's slightly different for us. I don't know if the cars can be compared. I just don't see it similarly.
C/D: Do you think the new regulations will move the needle enough?
NH: I think a lot of thought has been put into it by the FIA, by the teams, and even the drivers were included. It all looks good on paper, and now we're going to run it and hopefully verify it and see how it is.
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