Formula E champion Lucas di Grassi slams “extremely badly designed” F1 2026 rules

Lucas di Grassi, a prominent figure in global motorsport with a Formula E championship title to his name, along with significant stints in Formula 1 and the World Endurance Championship’s LMP1 category with Audi, articulated his concerns in an interview with Motorsport.com. His critique centers not on the principle of incorporating advanced electrical technology, but on the specific manner in which the sport’s governing body, the FIA, has structured the new rules for the 2026 season.

The 2026 Formula 1 season is set to introduce a comprehensive overhaul of its technical regulations, particularly concerning the power units. A cornerstone of these changes is the increased emphasis on electrical power, with the MGU-K (Motor Generator Unit – Kinetic) system slated to become significantly more powerful, contributing nearly half of the car’s total output. This shift is accompanied by the removal of the MGU-H (Motor Generator Unit – Heat), a complex energy recovery system that converts heat from the exhaust gases into electrical energy, which has been a feature of F1’s hybrid era since 2014. Additionally, the new regulations mandate the use of 100% sustainable fuels and will introduce active aerodynamics to manage drag and optimize energy deployment.

These forthcoming regulations have already sparked debate within the motorsport community. Four-time Formula 1 world champion Max Verstappen notably characterized the prospective 2026 cars as "Formula E on steroids," a comment reflecting the heightened reliance on energy management and harvesting that will define the new era. This analogy underscores a central concern among drivers: the potential for a racing spectacle heavily influenced by strategic energy conservation rather than outright performance driving.

Di Grassi, drawing on his extensive experience in energy-intensive racing disciplines, echoed and expanded upon these anxieties. "The hybrid rules of F1 are extremely badly designed," he stated, clarifying that the issue lies not with hybridisation itself, but with the specific rule-making process. "It’s not only the fault of the hybrid system. It’s the rules which are decided by the FIA, and some people within the FIA who decided the rules [who are at fault]." His time driving for Virgin in the 2010 F1 season, combined with his success in Formula E, where energy management is paramount, lends weight to his technical assessment.

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He further elaborated on the perceived shortcomings: "I don’t know the logic behind those rules, but there are very weird rules. And for F1, which makes the car very slow and sometimes not very efficient or not very raceable, which [is why] the drivers are complaining." This sentiment highlights a crucial tension: the FIA’s ambition to drive sustainability and technological relevance against the traditional demand for F1 cars to be the fastest and most challenging racing machines in the world. The aim of the 2026 regulations is to attract new manufacturers, such as Audi and Ford, by simplifying the power unit architecture and making it more financially viable and technologically pertinent to road car development. However, critics like di Grassi suggest that these objectives might inadvertently compromise the core racing product.

The removal of the MGU-H, while simplifying the power unit and lowering development costs, presents a significant engineering challenge. The MGU-H allowed for continuous energy harvesting and deployment, effectively eliminating turbo lag and providing consistent power. Without it, the MGU-K, which recovers kinetic energy from braking, must bear a much larger load. This necessitates greater reliance on battery deployment, potentially leading to scenarios where drivers must "lift and coast" to manage energy levels throughout a lap, particularly on high-speed circuits, thereby reducing outright pace and the intensity of racing. Active aerodynamics, designed to mitigate drag on straights and increase downforce in corners, adds another layer of complexity to this energy management puzzle, requiring sophisticated integration with the power unit strategy.

Di Grassi’s critique extends beyond the immediate technical implications for Formula 1, venturing into a provocative comparison with Formula E’s developmental trajectory. He posited that the all-electric championship could, within a relatively short timeframe, surpass Formula 1 in terms of outright performance. "My point is that Formula E will be the fastest cars in the world in a couple of years," said the 2016/17 Formula E champion. This assertion is predicated on the rapid advancements in battery technology and electric motor efficiency.

Formula E is currently utilizing its Gen3 cars, which boast a maximum power output of 350 kW (approximately 470 bhp) and a top speed of around 320 km/h. The championship has already outlined plans for its Gen4 car, slated for introduction in the 2026/27 season, which is projected to feature an 800bhp power output. With further upgrades planned for subsequent generations (Gen 4.5 and Gen 5), di Grassi believes that continuous battery development and powertrain refinements could catapult Formula E to the forefront of global motorsport performance.

"It depends on us to come up with a good improvement for Gen 4.5 and Gen 5. We have the potential," he explained. His vision suggests a fundamental shift in the hierarchy of top-tier racing. "So what happens when Formula E is way faster than F1? Will the best drivers in the world drive Formula E? Will people consider Formula E drivers are now finally better than Formula 1 drivers because the car is faster? Or Formula 1 drivers will come here to drive these cars also?"

Di Grassi even speculated on a future where elite drivers might participate in both championships, with Formula E potentially becoming a winter series and Formula 1 a summer series. "Maybe they do two programmes. Formula E becomes a winter series. Formula 1 becomes a summer series, and you can do maybe both. I don’t know," he mused, acknowledging the political and logistical hurdles such a scenario would entail. "Naturally, that’s how it’s going to go. If there will be a political force bearing this, then I don’t know. But naturally, the Formula E car will be way faster than F1."

To underline his point, di Grassi offered a striking projection: "I would say at Monaco, maybe not this year, not the Gen 4, but one or two years after Gen 4 [into the next cycle], maybe [Formula E cars will be] two-three-four-five seconds faster than F1. Four-by-four, traction control, it’s going to be good." The prospect of a Formula E car outpacing an F1 car at a circuit like Monaco, known for its tight corners and demands for instant torque and nimble handling, would represent a significant paradigm shift in motorsport. Formula E cars already benefit from instant torque delivery inherent to electric powertrains, and future developments, potentially including all-wheel drive (4×4) and advanced traction control, could further enhance their performance characteristics on such tracks.

The concerns voiced by di Grassi are not isolated. As noted by the related coverage, other figures within motorsport have also expressed reservations. Dan Ticktum, for instance, has called for Formula 1 to reconsider its trajectory towards increased electrification, advocating for a return to a less hybrid-focused approach. The Formula E chief, Jeff Dodds, even extended a "naughty" invitation to Max Verstappen to sample a Formula E car after the Dutchman’s "Formula E on steroids" comment, highlighting the competitive dynamic between the two series.

When questioned whether he had discussed the impending 2026 package with current Formula 1 drivers, the Brazilian confirmed, "Yeah, I spoke to a few. I spoke to some people who are driving on the simulator, and the rules are very weird. On some tracks, it creates a lot of problems." This anecdotal evidence from those directly engaging with the simulated 2026 machinery suggests that di Grassi’s theoretical concerns are being borne out in practical testing, indicating potential issues with driveability and race performance on specific circuit layouts.

The FIA and Formula 1 management maintain that the 2026 regulations represent a necessary evolution for the sport, aligning it with global sustainability goals and ensuring its relevance in a rapidly changing automotive landscape. The intention is to create a more efficient, sustainable, and attractive championship for both manufacturers and fans. However, the criticisms from experienced drivers like Lucas di Grassi and Max Verstappen underscore the delicate balance between technological innovation, environmental responsibility, and maintaining the thrilling spectacle that defines Formula 1. The coming years will reveal whether the "extremely badly designed" rules can indeed deliver on their ambitious promises without compromising the essence of the sport.

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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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