FIA Locks In 2027 F1 Power Unit Shift: More Combustion, Less Electric

What the FIA approved in Macau

The World Motor Sport Council officially ratified major updates to Formula 1's future power unit regulations during the FIA Conference in Macau on 23 June.

The manufacturers, FOM, and the FIA had already reached an agreement on 10 June, but it still required formal adoption by the WMSC. ^[1]

The ratified package confirms a move towards more internal combustion power, with a 58:42 split in 2027 followed by a 60:40 split in 2028, in favour of the ICE. ^[3] For 2027, ICE output rises from 400 kW (536 bhp) to 420 kW (563 bhp) via a five percent increase in fuel flow; in 2028 output climbs to 450 kW (603 bhp) via a 13 percent fuel-flow increase. ^[4]

From 2027, the maximum power output of the MGU-K in normal racing conditions is reduced from 350 kW to 300 kW, although 350 kW remains available through Overtake Mode to assist the following car when attempting to pass. ^[4] The amount of energy the MGU-K can recover will also increase from 350 kW this year to 375 kW in 2027 and 400 kW in 2028. ^[4]

Why the rules were changed

F1's new-for-2026 rules quickly became controversial, with the emphasis on energy management drawing criticism from drivers who found that pushing in high-speed corners became detrimental to lap time, while cars slowed well ahead of braking zones to harvest energy. ^[6] The aim of the 2027 package is to minimise unusual driving practices in qualifying, including coasting off throttle into corners and using ICE power to charge the battery, a technique known as superclipping. ^[4]

:::analysis The ICE-to-ERS rebalancing is a staged compromise. Some manufacturers pushed for the full 60:40 shift as early as 2027, while others were cautious about the development costs and timelines involved. The two-step path gives all power unit suppliers a more manageable runway to redesign hardware, while still delivering a meaningful change in driving character next season. With the Austrian Grand Prix weekend at the Red Bull Ring running concurrently with this announcement, the timing underlines just how live and pressing these energy-management debates remain in the paddock. :::

Additional measures ratified

Pre-season testing for 2027 has also been increased from three to four days, owing to the complexity of the current generation of cars. ^[2] The WMSC also ratified the first issue of the 2027 technical regulations, described as a broad package of "structural, wording, and targeted technical updates" intended to improve clarity, consistency, and enforceability, while incorporating key learnings from the 2026 season. ^[3]

The fuel flow increase also introduces operational changes: race distances at certain circuits may be slightly reduced, and pre-race reconnaissance laps will be limited at selected venues, because fuel consumption becomes more of a factor under the revised rules. ^[3]

The overall package introduces a staged rebalancing of ICE and ERS contribution across the 2027 and 2028 seasons, covering targeted adjustments to ICE output, fuel energy flow, and ERS deployment, along with increased flexibility in energy management. ^[1]

Looking further ahead

The FIA confirmed that discussions are continuing regarding future power unit concepts beyond the current cycle, with all current engine manufacturers, plus Cadillac, expressing support for exploring options that include V8 engines running on sustainable fuels. ^[7]

:::analysis A potential V8 era remains a long-range discussion rather than a confirmed regulatory direction, and the 2027 and 2028 changes should be read as refinements within the existing 2026 framework rather than a repudiation of it. The two-year phased approach gives the sport time to monitor whether the rebalancing achieves its intended effect on driving character before committing to any more fundamental rethink. :::

Related reading

• Tire degradation at the Red Bull Ring
• How the undercut works in Formula 1