Jonas Leo
The highly anticipated fourth and final Formula 1 Commission meeting of the year, held on Friday, November 14, at the FIA offices in London, concluded without a definitive ruling on a contentious proposal to mandate two pitstops per race. Chaired by FIA single-seater director Nikolas Tombazis, the commission opted instead to keep the polarizing idea under review, agreeing not to dismiss it outright but deferring any concrete changes to tyre strategy discussions for the 2026 season. In a more immediate resolution, the commission approved a new regulation requiring a minimum surface area for car liveries, addressing concerns over the increasing prevalence of bare carbon fibre.
The debate surrounding mandatory two-stop races has intensified in recent weeks, fueled by a perceived lack of strategic diversity in several Grand Prix events throughout the current season. While Formula 1 is celebrated for its blend of engineering prowess, driving skill, and tactical gambles, a trend towards predictable one-stop races has arguably diminished the on-track spectacle. This has occurred despite efforts by Pirelli, the sport’s sole tyre supplier, to introduce more strategic variables, such as implementing a ‘step’ in its harder compound choices at races like the United States and Mexican Grands Prix. These attempts, however, yielded mixed results, as teams often found ways to execute one-stop strategies without needing to utilise the hardest rubber available.
Proponents of the mandatory two-stop rule argue that it would inject crucial jeopardy and tactical variety back into races. By forcing teams to make an additional pitstop, the theory suggests, the race narrative would become less straightforward, opening up more opportunities for overtakes, differing tyre degradation strategies, and a greater emphasis on pitlane execution. This could potentially lead to more dynamic races, with drivers on fresher tyres late in a stint having a significant pace advantage over those nearing the end of their compound life, creating exciting chase-down scenarios.
However, the proposal has been met with significant opposition, particularly from within the teams themselves. Critics, including highly experienced strategists, fear that rather than diversifying strategies, a mandatory two-stop rule would simply homogenize them. The concern is that teams would quickly converge on an optimal two-stop window, leading to virtually identical pitstop timings across the grid and negating any genuine tactical innovation.
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James Vowles, Team Principal for Williams Racing and a former head of strategy for the dominant Mercedes-AMG Petronas Formula One Team, articulated this apprehension during the Brazil Grand Prix weekend. "My biggest worry would be that we end up, all of us, doing the same strategy to within a lap of each other," Vowles stated. "Because you’re forced that way because of the two stops." Vowles’ insights are particularly pertinent given his extensive background in race strategy, where he played a pivotal role in Mercedes’ championship successes, meticulously optimizing race plans down to the smallest detail. His concern underscores the potential for unintended consequences, where a rule intended to increase variety could paradoxically reduce it by eliminating the existing one-stop option.
Andrea Stella, Team Principal for McLaren, echoed similar sentiments in the same press conference, highlighting the current strategic dynamism that might be lost. "We’ve seen plenty of races with one guy on a one-stop and one guy on a two-stop, and then the guy on a one-stop being chased down by the two-stop – but that [would] obviously disappear," Stella remarked. He emphasized the need for careful consideration: "So I think we need to think very carefully, and we are. I’m sure the F1 Commission will debate it, and I’m sure we’ll come to the right answer." Both Vowles and Stella represent teams that have demonstrated strong strategic acumen in recent seasons, often making bold and effective calls that have helped them outperform rivals.
Pirelli, as the official tyre supplier, also holds a nuanced perspective on the matter. Their preferred scenario involves naturally incentivizing strategic variation rather than mandating it. Mario Isola, Pirelli’s Motorsport Director, has often stated the company’s aim is to design tyres that offer multiple viable strategies (one-stop, two-stop, or even three-stop on certain tracks) based on degradation rates, track characteristics, and ambient temperatures. They acknowledge that a forced two-stop strategy, while ensuring more pitlane action, could lead to predictable synchronicity in pit timings. Pirelli’s recent efforts, such as introducing a larger performance gap between their hard and medium compounds, were designed precisely to make a one-stop strategy on harder tyres slower, thus making a two-stop option more appealing. However, the ingenuity of F1 teams in managing tyre wear often allowed them to circumvent this, achieving optimal one-stop races even when the data suggested otherwise.
The FIA’s official statement following the commission meeting confirmed the ongoing nature of these discussions. "A proposal to explore mandatory two pitstops for grands prix was discussed along with adjustments to tyre specifications, tyre-life limits and the use of three compounds during the race," the statement read. "The discussion centred on feedback on analysis and simulations from teams and Pirelli. No changes were presently agreed, but it was agreed that talks on this topic would continue during the 2026 season." This indicates a recognition of the complexity involved and a commitment to thorough analysis before implementing such a significant rule change, especially given that 2026 marks the introduction of a new generation of F1 technical regulations, including revised power unit specifications.
Beyond the strategic intricacies of pitstops, the F1 Commission also addressed a more aesthetic, yet commercially significant, aspect of the sport: car liveries. A new regulation was imposed to enforce a minimum surface area for paint or sponsor decals on the cars. This decision stems from growing concerns raised by the commercial rights holder regarding the visual presentation of the cars on television. In recent seasons, as teams strive to meet and exceed the minimum weight limit – a crucial factor for performance – many have resorted to stripping away paint from their cars, leaving large sections of the chassis exposed with bare, unpainted carbon fibre. While this weight-saving measure offers a marginal performance advantage, it has led to a noticeable lack of visual differentiation between cars, particularly when viewed from a distance or at speed, and has diminished the vibrant spectacle that F1 is known for.
The FIA statement elaborated on this new directive: "Following discussions with the Technical Advisory Committee, the topic of a minimum surface requirement limit for car liveries in 2026 was discussed. It was agreed by Commission representatives that a minimum of 55% of surface area (when viewed from the side and above) must be covered by painted or stickered liveries as opposed to bare carbon fibre surfaces. The objective of this measure is to increase visual differentiation between cars." This rule, set to take effect for the 2026 season, aims to restore the colourful and distinctive liveries that are an integral part of Formula 1’s brand identity, ensuring that each car is easily recognizable and visually appealing for fans both at the track and watching globally.
The outcomes of this F1 Commission meeting underscore the ongoing balancing act within Formula 1: maintaining peak performance and technological innovation while simultaneously enhancing the racing spectacle and commercial appeal. While the question of mandatory two-stop races remains open for further deliberation, signaling a cautious approach to significant sporting changes, the livery regulation provides a clear directive aimed at preserving the visual excitement of the sport heading into a new regulatory era.
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Author Profile
- 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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