F1 Drivers Just Forced a Massive Rule Change After Only 3 Races: Here’s What Changes for Miami GP

Why It Happened So Fast

The short version is that Max Verstappen called the new cars “Formula E on steroids,” Haas rookie Oliver Bearman was involved in a huge crash at Suzuka avoiding an Alpine that had suddenly slowed to recharge, and the Grand Prix Drivers’ Association made clear through director Carlos Sainz that they had warned the FIA this was coming.

The FIA, fortunately, listened. George Russell, the other GPDA director, described the weeks of driver consultations that followed as “probably the closest relationship we’ve had with them in numerous years.”

The teams and power unit manufacturers signed off without forcing the FIA to use its safety-grounds override. The final proposals now go to a World Motor Sport Council e-vote, and assuming it passes, almost everything on the list is law by first practice at Hard Rock Stadium.

The almost 50/50 split between combustion and electric power is still there. But the first interpretation of the rulebook, the one every team and every OEM co-signed less than a year ago, just got gutted at driver request, and it took three races.

Most drivers don’t usually win in F1. But today I think all F1 fans won a little bit.

The following are the full changes confirmed by the FIA.

Qualifying – promoting performance

• Adjustments to energy management parameters, including a reduction in maximum permitted recharge from 8MJ to 7MJ, aimed at reducing excessive harvesting and encouraging more consistent flat-out driving. This change targets a maximum superclip duration reduced to approximately 2-4 seconds per lap.
• Peak superclip power increased to 350 kW, previously being 250kW, further reducing the time spent recharging, and reducing driver workload on energy management. This will also be applied in Race conditions.
• The number of events where alternative lower energy limits may apply has been increased from 8 to 12 races, allowing greater adaptation to circuit characteristics.

Race – improved safety and consistency of performance

• The maximum power available through the Boost in race conditions is now capped at +150 kW (or the car’s current power level at activation if higher) limiting sudden performance differentials.
• MGU-K deployment is maintained at 350 kW in key acceleration zones (from corner exit to braking point, including overtaking zones) but will be limited to 250 kW in other parts of the lap.
• These measures are designed to reduce excessive closing speeds while maintaining overtaking opportunities and overall performance characteristics.

Race starts – enhanced safety mechanisms

• A new “low power start detection” system has been developed, capable of identifying cars with abnormally low acceleration shortly after clutch release.
• In such cases, an automatic MGU-K deployment will be triggered to ensure a minimum level of acceleration and mitigate start-related risks without introducing any sporting advantage.
• An associated visual warning system is being introduced, activating flashing lights (rear and lateral) on affected cars to alert following drivers.
• A reset of the energy counter at the start of the formation lap has also been implemented to correct a previously identified system inconsistency.

Wet conditions – improving safety and visibility

• Tyre blanket temperatures for intermediate tyres have been increased following driver feedback in order to improve initial grip and tyre performance in wet conditions.
• Maximum ERS deployment will be reduced, limiting torque and improving car control in low-grip conditions.
• The rear light systems have been simplified, with clearer and more consistent visual cues to improve visibility and reaction time for following drivers in poor conditions.