Toto Wolff Changes Stance on Proposed 2026 F1 Power Unit Alterations

Mercedes team principal Toto Wolff has indicated that Formula 1 should remain receptive to potential late regulation adjustments concerning the new 2026 power units, despite having previously referred to the idea as `a joke`.

Discussions regarding a potential decrease in the electrical energy output from the power units took place during an F1 Commission meeting recently. Modifying regulations this close to a significant rule overhaul is uncommon in Formula 1.

Although a vote on the proposal was anticipated, it did not occur. For the regulations to change, four out of the five engine manufacturers – Mercedes, Ferrari, Red Bull-Ford Powertrains, Audi, and Honda – would need to have supported the proposal.

Understanding the Proposed 2026 Power Unit Changes

Under the new 2026 regulations, power unit output is set to be split equally between the internal combustion engine and electricity (50-50). This represents a substantial increase from the current units, where electricity accounts for approximately 20 per cent.

The proposed change would have reduced the electrical motor`s power output in race conditions from 350kW to 200kW, resulting in a 60-40 split in favour of the internal combustion engine.

Prior to the meeting, Wolff had been critical of the proposal, describing it as `almost as hilarious as reading some of the comments that I see on Twitter on American politics`. However, he has now softened his position.

“Obviously, the closer you come to new regulations, the more people act – all of us – in the interest of the team, that`s their duty,” said Wolff.

“Where we`re coming from is we don`t know how it`s going to pan out next year. Are we going to see energy harvesting disasters in Baku or Monza? I don`t know. We hope not.”

He explained his refined perspective:

“What we`ve signalled is that, rather than act now based on assumptions – like we`ve been great at in previous years and then overshot or undershot – you don`t need to throw the hardware away and come up with something new – it`s within the software and bandwidth of what you can do.”

“We`ll see the final product next year in testing. As a power unit manufacturer, we want this to be a great show. We want to win, but we are also aware that in the sport there needs to be variability and unpredictability.”

Mercedes is widely considered to be in a strong position heading into 2026, which marks the most significant rule change in F1 history, affecting nearly every technical regulation.

The previous major engine change in 2014 led to Mercedes dominating for three seasons with Lewis Hamilton and Nico Rosberg before other teams caught up. They secured a record eight consecutive constructors` titles from 2014 to 2021, along with seven consecutive drivers` championships.

“We enjoyed the years from 2014 onwards, but over a prolonged period of time, that`s certainly not the best for the sport,” Wolff commented. “I try to be very balanced between what is good for Mercedes, which I need to do, and what is the right solution going forward. We need to avoid these swings.”

He acknowledged the origin of the 2026 engine concept:

“The FIA proposed this engine. Nobody liked it. The 50 per cent electric back in the day was where road cars were going to and it was a reason to attract manufacturers like Audi and Porsche. So, we did that.”

“It`s difficult to change the goalposts, especially for the new ones. Honda recommitted, and Audi committed, and including us, they are not keen on changing those goalposts at this stage. But we need to be open-minded if necessary.”

Christian Horner: Harvesting Concern Not New

Red Bull is set to begin a new phase in 2026 with a technical partnership with Ford, building their own Red Bull Powertrains engine. Christian Horner, the Red Bull team principal, had previously described the proposal as `pretty sensible` and believes any alteration to electrical output would solely aim to improve the racing spectacle.

“The biggest concern is one that is not new. It`s one that`s been flagged from two years ago by all the PUMs (power unit manufactures) is the amount of harvesting there is,” he stated.

“Inevitably the chassis designers will outperform the criteria of the regulations, and a consequence of that will be the amount of lift-and-coast that there will be in a Grand Prix.”

Horner also highlighted another factor:

“You also have to remember that under the 2026 regs, the car is effectively constantly in DRS mode. As soon as you enter the straight, the wing opens. So, there`ll be no passing mechanism.”

“The FIA have raised this topic that was looked at a little while ago again by the PUMs. If it`s genuinely in the interest of the sport and racing, not to have all this lifting and coasting, then I think it`s something that warrants looking at. It doesn`t change the spec or output of the engine. It`s just the amount of battery deployment maybe at certain Grands Prix.”

Wolff and Horner Differ on 2026 Car Weight Target

Another point of discussion regarding 2026 is the difficulty anticipated in reaching the minimum car weight of 768kg, which is 32kg lighter than current cars. The FIA reduced the target weight to make the next generation of cars more agile, aided by a shorter wheelbase and reduced width.

However, Red Bull boss Horner believes the new, heavier power units will counteract the weight savings from the smaller chassis and tyres.

“A number was plucked out of the air for car weight. We`ve got engines that are significantly heavier and a car weight that has become lower,” he said. “So it will be an enormous challenge for every team to achieve it. Saving weight costs a colossal amount of money.”

He added that achieving the weight target involves difficult trade-offs:

“There was a discussion last week about introducing steel skids – maybe that would warrant adding 5 kilos to the minimum weight. But it is what it is. It`s the same for everybody. There will be choices teams make to hit the weight, because weight is free lap time.”

In Formula 1, saving 10kg is typically worth about three tenths of a second per lap, meaning significant weight differences between cars could play a crucial role in the competitive order.

Conversely, Wolff supports the FIA`s current minimum weight limit for 2026.

“Like Christian said, you make choices as a team. How much lap time do you attribute to weight and ballast? Where do you want to save?” he explained.

“You may compromise other performance parts if you want to reduce your weight, or the opposite. It is challenging. The reason we`re doing it is to make the cars more nimble. Is that something that was important? I think it was. We`ve got to start somewhere. That initial step is difficult, but it`s the same for everyone.”

F1 2026 Teams and Power Unit Suppliers