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FIA Single-Seater Director Nikolas Tombazis believes the need for consensus among F1 engine manufacturers delayed changes to the 2026 power unit regulations. Speaking to media including Sportskeeda, during the 2026 Hungarian GP weekend, the former Ferrari designer explained that the FIA could have introduced the revisions much earlier were it not for the sport’s governance structure.<\/p>\n
The 2026 regulations initially featured a 50:50 split between electrical and internal combustion engine power. However, following extensive feedback from teams and drivers over concerns about drivability and racing, the FIA decided to revise the balance to 58:42 for the 2027 season and 60:40 from 2028 onwards.<\/p>\n
Tombazis acknowledged that the changes could have been implemented sooner. However, he explained that the governance framework governing Formula 1’s power unit regulations required the support of at least four of the five engine manufacturers before such amendments could be approved. According to the FIA official, that level of agreement was not initially achieved, delaying the process of introducing the revisions.<\/p>\n
<\/p>\n <\/template><\/p>\n He further explained that F1 operates under governance agreements involving the FIA, F1 Management (FOM), the teams and the engine manufacturers. Those agreements, signed in 2022 and covering the 2023\u20132025 period, define how and when regulatory changes can be made. Tombazis noted that while the framework provides stability for manufacturers investing in new technology, it also places constraints on the speed at which technical regulations can be amended, ultimately contributing to the delayed revisions to the 2026 F1 regulations.<\/p>\n Explaining the reasons behind the delay to make changes to the 2026 F1 regulations, Tombazis said:<\/p>\n \u201cOn the other hand it put limitations as to how much we could change things unilaterally as the FIA. And therefore any change had to be approved by a significant number of the PU manufacturers. So, for the sort of changes we did [in May], we needed at least four of them to agree. And quite simply, four of them did not agree during the years when we discussed some adjustments.\u201d<\/p><\/blockquote>\n Further explaining the process and agreements involved, Tombazis said:<\/p>\n \u201cWhen OEMs decide to participate as PU manufacturers, they sign a governance agreement that is binding towards all parties, so the FIA, FOM and the PU manufacturers. It’s similar to what the Concorde Agreement does for the team side of things. And there was a separate governance agreement signed in 2022 in order to basically outline the requirements for the PU manufacturers during the years of 2023, 2024 and 2025. That is before the championship started because there’s such things like financial regulations for the first time.\u201d<\/p><\/blockquote>\n FIA Single-Seater Director Nikolas Tombazis admitted that the criticism surrounding the 2026 F1 regulations from drivers was largely anticipated. He acknowledged that the FIA expected F1 drivers to raise concerns but argued that the sport’s governance structure limited how quickly changes could be implemented.<\/p>\n Tombazis explained that the FIA would have preferred to introduce amendments to the regulations before the 2026 F1 season. However, under the current governance framework, making significant changes required a broader agreement from the sport’s stakeholders, making an earlier intervention difficult. He suggested that the governing body was unable to implement the revisions before 2027 because of those procedural constraints.<\/p>\n The FIA official also noted that it was no surprise to hear honest feedback from drivers, many of whom had voiced concerns about the regulations well before they came into force. Max Verstappen<\/a> was among those who warned as early as 2024 that the new cars could prove difficult to drive, and similar criticism has continued throughout the 2026 season.<\/p>\n Much of the criticism has centred on the balance between electrical and internal combustion engine power, with drivers arguing that the heavy emphasis on energy management has reduced the natural feel of racing. Tombazis acknowledged those concerns but maintained that the FIA’s ability to respond more quickly was constrained by the governance structure agreed upon with Formula 1’s manufacturers and stakeholders.<\/p>\n Agreeing with the driver complaints about the 2026 F1 regulations and cars, Tombazis said:<\/p>\n \u201cI think drivers are, by definition, quite demanding clients. I don’t think we expected them to have a sugar coat or to not speak their minds. So, to say that it’s been more than expected, no, I wouldn’t say so. I mean, we did anticipate a lot of these things that they have complained about in the two years before the launch of the season. We did try to make some adjustments, but we failed with the governance that was in place. So I think it was realistically only to be expected.\u201d<\/p><\/blockquote>\n Lamenting the delay in changing the F1 regulations, he added:<\/p>\n \u201cI think it’s a bit of a shame that we had to wait until we discussed things in May and get to a package for 2027 and for 2028. I think we could have ideally done that a couple of years before and then there wouldn’t have been all of this discussion.\u201d<\/p><\/blockquote>\n The 2026 F1 regulations have fundamentally changed the way drivers race and overtake, with energy management becoming a key factor in wheel-to-wheel battles. The increased reliance on battery deployment has meant drivers must carefully manage their electrical energy before attempting overtakes, often limiting opportunities to use traditional racecraft.<\/p>\n Several drivers, including Max Verstappen, Charles Leclerc<\/a>, Carlos Sainz and Lando Norris<\/a>, have criticized the new generation of F1 cars for moving away from instinctive racing. Instead of relying purely on braking technique, cornering ability and racecraft, drivers are now required to strategically deploy battery energy to execute overtaking manoeuvres.<\/p>\n Circuits such as Monaco and the Hungaroring have been exceptions. Their slower-speed layouts and reduced emphasis on straight-line power allowed drivers to rely more on conventional racing techniques. Many F1 drivers described qualifying at Monaco and the racing in Hungary as among the purest of the season because they could focus more on driving than managing energy deployment.<\/p>\n Alongside the revised power unit energy split, FIA will also introduce a series of aerodynamic changes for the 2027 F1 season. These include revisions to the floor and plank design, adjustments to the rear wing, and the removal of exhaust wings and hanger extensions.<\/p>\nFIA single-seater head acknowledged F1 driver complaints on regulations<\/h2>\n