McLaren Sounds Alarm on F1 2026 Power Unit Rules, Calls for 'Imperative' Safety and Raceability Adjustments

Woking, UK – McLaren Formula 1 team principal Andrea Stella has issued a strong call for immediate and "imperative" refinements to the forthcoming 2026 power unit regulations, citing significant concerns over both driver safety and the quality of on-track racing. These appeals come as initial shakedown runs in Barcelona and the official pre-season testing in Bahrain have revealed several critical issues stemming from the radical overhaul of the sport’s powertrain philosophy.

The 2026 regulations mark a substantial shift for Formula 1, aiming for a more sustainable future by increasing the electric component of the power unit to nearly 50% of the total output, alongside the introduction of 100% sustainable fuels. This ambitious technical directive is designed to attract new manufacturers, enhance environmental credentials, and maintain the pinnacle of motorsport’s technological edge. However, early track evaluations have brought to light unintended consequences that, according to Stella and other stakeholders, threaten the integrity and safety of Grand Prix racing.

Three primary areas of concern have emerged from the initial testing phase: race starts, the necessity for extensive "lift and coast" strategies, and the diminished prospects for effective overtaking under the new active aerodynamic rules.

The Complexities of Race Starts

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The revised power unit architecture, which mandates a much larger electrical energy contribution, has fundamentally altered the race start procedure. Under the current interpretation of the 2026 rules, cars are heavily reliant on the internal combustion engine (V6) to spool up the turbocharger to optimal boost levels at the grid. This process, observed during Bahrain testing, saw cars audibly on throttle for over ten seconds merely to prepare for launch.

This extended turbo spooling presents multiple challenges. Firstly, the intricate timing required for drivers to achieve a clean getaway is significantly more complex. A slight miscalculation can result in either a sluggish launch, potentially creating a dangerous bottleneck on the grid, or trigger the car’s anti-stall system. Alpine’s Franco Colapinto experienced this firsthand at the conclusion of Friday’s testing session in Bahrain, highlighting the immediate operational risks.

Secondly, the physical layout of some Formula 1 grids exacerbates this problem. Cars positioned further down the grid often arrive at their starting boxes later than those at the front. Under the current procedural framework, these rear-grid competitors may not be afforded the full ten seconds or more required to adequately spool their turbos, leaving them vulnerable to extremely slow starts and potential collisions from behind.

Andrea Stella underscored the severity of this issue, stating, "We are not talking about how fast you are in qualifying. We are not talking about what is your race pace. We are talking about safety on the grid. There are some topics which are simply bigger than the competitive interest. And for me, having safety on the grid, which can be achieved with simple adjustment, is just a no-brainer." He added, "We need to make sure that the race start procedure allows all cars to have the power unit ready to go, because the grid is not the place in which you want to have cars slow in taking off the grid. This is a bigger interest than any competitive interest. So, I think all teams and the FIA should play the game of responsibility when it comes to what is needed."

One proposed solution involves adjusting the timing of the race start procedure itself, providing drivers with a more generous window to prepare their power units and achieve the necessary RPM for a safe and competitive launch.

The Peril of "Lift and Coast" and High Closing Speeds

Another critical safety concern arises from the anticipated necessity for drivers to frequently engage in "lift and coast" maneuvers. With a significantly increased electrical power component, cars are designed to harvest energy more aggressively. However, early indications suggest that under race conditions, cars may become "energy starved" much earlier on straights, forcing drivers to lift off the throttle and coast to recharge batteries.

This practice, while energy-efficient, introduces substantial safety risks due to potentially dangerous closing speeds between cars. A vehicle ahead performing a lift-and-coast maneuver will suddenly decelerate, while a following car, still on full throttle, could approach at an alarming rate. This scenario bears a striking resemblance to incidents that have led to spectacular and perilous crashes in Formula 1’s history. Stella explicitly referenced Mark Webber’s airborne shunt at the 2010 European Grand Prix in Valencia and Riccardo Patrese’s accident in Portugal, both stark reminders of the catastrophic potential when a car unexpectedly slows on a high-speed section of track.

"This may not be an ideal situation when you follow closely and this can give a race situation like we have seen before a few times with Webber in Valencia, [Riccardo] Patrese in Portugal and there are a few more that definitely we don’t want to see anymore in Formula 1," Stella cautioned, emphasizing the gravity of preventing such occurrences.

The inherent risk of such high closing speeds is amplified by the fact that the initial testing grounds, Barcelona and Bahrain, are not considered the most demanding circuits for energy harvesting. This suggests that the issues could escalate further at power-hungry tracks, posing an even greater threat to driver safety.

A potential technical adjustment to mitigate the need for aggressive lift-and-coast involves refining the regulations around "superclipping." Superclipping refers to the phenomenon where cars can harvest energy while still at full throttle. Currently, the rules allow for superclipping up to 250kW. Increasing this limit to the full 350kW capacity of the electric motor would provide cars with a greater energy buffer, potentially reducing the reliance on dangerous lift-and-coast techniques.

Overtaking Challenges and Active Aerodynamics

Beyond safety, the proposed 2026 regulations also pose questions regarding the quality of on-track spectacle, particularly concerning overtaking. The new rules will see the removal of the Drag Reduction System (DRS), a controversial but often effective tool for promoting overtaking since its introduction in 2011. In its place, Formula 1 plans to implement active aerodynamics, allowing all cars to flatten their front and rear wings on designated straights.

While active aerodynamics aim to enhance performance and efficiency, McLaren drivers observed during testing in Bahrain that the new system, coupled with energy management, makes overtaking "extremely difficult." Stella explained the aerodynamic parity: "In the past, DRS created such an advantage from an aerodynamic drag point of view for the following car. This year, when you follow somebody, you have the same drag and the same power, so it becomes quite difficult to overtake."

The intended "boost mode" for following cars, designed to offer an overspeed advantage similar to DRS, is reportedly proving ineffective. The fundamental issue lies in the cars’ energy starvation, which limits the available power to exploit this boost. With batteries depleting early in a straight, there is insufficient energy remaining to create a meaningful speed differential against a leading car.

To address the perceived stagnation in overtaking, one proposed solution involves reducing the maximum allowed electric power output during the race, currently set at 350kW. This adjustment would serve a dual purpose: cars would conserve battery power for longer durations on straights, and the new boost mode could then function as intended, creating a more significant and exploitable overspeed for attacking drivers.

The Path Forward: F1 Commission Meeting

The urgency of these concerns is highlighted by the timing of McLaren’s intervention. Andrea Stella’s remarks come just days before a crucial F1 Commission meeting, scheduled for next Wednesday. This gathering, involving representatives from all 11 teams, the Fédération Internationale de l’Automobile (FIA), and commercial rights holder Formula One Management (FOM), presents a vital opportunity to discuss and potentially agree upon eleventh-hour changes to the 2026 regulations.

Stella’s clear message to the F1 community is one of collective responsibility. "I think it’s imperative because it’s possible and it’s simple. So, we should not complicate what is simple and we should not postpone what is possible immediately," he concluded, urging prompt action.

While reaching unanimous agreement among all ten competing teams can often be challenging due to differing competitive interests, the FIA retains the authority to unilaterally push through rule adjustments, particularly if they are deemed necessary on safety grounds. As the sport approaches the 2026 season, the immediate task for the F1 Commission will be to balance the innovative spirit of the new regulations with the paramount considerations of safety and the imperative to deliver compelling, overtakes-rich racing. The decisions made in the coming weeks could profoundly shape the future landscape of Formula 1.

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Jonas Leo: Jonas Leo is a passionate motorsport journalist and lifelong Formula 1 enthusiast. With a sharp eye for race strategy and driver performance, he brings readers closer to the world of Grand Prix racing through in-depth analysis, breaking news, and exclusive paddock insights. Jonas has covered everything from preseason testing to dramatic title deciders, capturing the emotion and precision that define modern F1. When he’s not tracking lap times or pit stop tactics, he enjoys exploring classic racing archives and writing about the evolution of F1 technology.

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