F1 Shifts Gears: 60:40 Power Split Coming in 2028
The FIA's staggered 60:40 ICE-to-MGU-K power split plan — exact kW figures, the engineering rationale, and what it means for 2026–2028 PU manufacturers.
Key Takeaways
- Formula 1’s governing body (FIA), Formula 1 Management (FOM), and all 10 teams agreed to a 60:40 power split favoring the internal combustion engine at the June 9, 2026 working group meeting — a unanimous decision.
- The current 50:50 target (ICE:MGU-K) is being phased out in two stages: 2027 gets 420 kW ICE / 300 kW MGU-K; 2028 finalizes at 450 kW ICE / 300 kW MGU-K.
- The 2027 ICE bump requires a 5% fuel-flow increase from the 2026 baseline; by 2028 this grows to a 13% fuel-flow uplift over 2026 levels.
- FIA President Mohammed Ben Sulayem framed the change as necessary for “exciting racing, technological innovation, and long-term sustainability” at the post-meeting press conference.
- Red Bull Powertrains, Mercedes-AMG HPP, Scuderia Ferrari, Renault, and Honda Racing Corporation (HRC) have 18 months to re-engineer combustion components under the new rules.
The 60:40 Agreement: Where It Came From and Why Now
The June 9, 2026 FIA-FOM-team working group meeting at FIA headquarters in Paris, France produced unanimous agreement on a 60:40 ICE-to-MGU-K power split across all 10 Formula 1 constructors — an unusual moment of consensus in a sport where technical disagreements between manufacturers are the norm.
The current 50:50 power split, introduced at the start of the 2026 Formula 1 season as part of the sport’s sustainability overhaul, has been criticized by drivers including Max Verstappen (Red Bull Racing), Charles Leclerc (Scuderia Ferrari), and Lando Norris (McLaren F1 Team) throughout the opening six rounds. The mandate required the MGU-K (Motor Generator Unit–Kinetic) to contribute 50% of total power — an aggressive target given that the kinetic energy recovery system depends entirely on driver braking style and corner sequence density. On power circuits like Silverstone and Spa-Francorchamps, drivers could theoretically hit 50:50. On twisty circuits like Monaco and Singapore, the MGU-K simply cannot harvest enough energy to meet the mandate.
The compromise negotiated between two camps: the Aerodynamic-focused teams (McLaren, Aston Martin, Williams) who favored keeping the MGU-K high to smooth power delivery out of slow corners, and the Power Unit-focused teams (Red Bull/Ford, Ferrari, Mercedes, Renault, Honda/Aston Martin) who argued that lowering ICE output below a certain threshold made the Formula 1 product less exciting for broadcast audiences. The 60:40 split was the mathematical midpoint that satisfied both.
How the 2027 and 2028 Numbers Change
In 2027, the maximum ICE power will rise from approximately 400 kW (536 hp) to 420 kW (563 hp) via a 5% increase in fuel flow from the 2026 baseline. Simultaneously, MGU-K power decreases from 350 kW (469 hp) to 300 kW (402 hp).
Then in 2028, ICE power reaches 450 kW (603 hp) — a 13% fuel flow increase compared to the 2026 regulations — while MGU-K power stays flat at 300 kW. That 13% fuel-flow uplift is notable because it directly conflicts with Formula 1’s stated goal of carbon neutrality by 2030. Aramco, Formula 1’s sustainable fuels partner, will need to certify the additional volume is still sourced from non-fossil origins.
Official Aero Comparison Table
| Season | ICE Max Power | MGU-K Max Power | Split | Fuel Flow vs 2026 |
|---|---|---|---|---|
| 2026 (current) | ~400 kW (536 hp) | 350 kW (469 hp) | ~53:47 | Baseline |
| 2027 | 420 kW (563 hp) | 300 kW (402 hp) | ~58:42 | +5% |
| 2028 | 450 kW (603 hp) | 300 kW (402 hp) | 60:40 | +13% |
What FIA President Mohammed Ben Sulayem Said on the Record
FIA President Mohammed Ben Sulayem welcomed the agreement at the post-meeting press conference in Paris, France, stating it reflects “the collaborative work taking place across the sport to ensure regulations continue to support exciting racing, technological innovation, and long-term sustainability.” The FIA’s press office confirmed the technical amendments will be codified in the 2027 Formula 1 Technical Regulations by December 2026.
Ben Sulayem’s acceptance of a 13% fuel-flow increase is noteworthy because the FIA president has historically pushed for stricter environmental rules — including the 2023 Global Road Safety Charter and 2024 net-zero motorsport commitment. The concession signals that commercial pressure from broadcasters including Liberty Media’s FOM outweighs the sustainability team’s preference at this stage of Formula 1’s development.
How Each Manufacturer Is Responding
Red Bull Powertrains and Honda Racing Corporation (supplier to Aston Martin F1 Team) were broadly supportive — a more ICE-led formula aligns with their internal combustion heritage and the Ford Performance partnership Red Bull leveraged in 2026. Mercedes-AMG High Performance Powertrains in Brixworth, UK and Scuderia Ferrari in Maranello, Italy voiced private concerns about carbon implications, since both teams carry major sustainable fuel R&D partnerships — Shell (Ferrari) and Petronas (Mercedes) — that will be undermined by a 13% flow increase.
The 18-month design window is tight. Engineering teams at all five PU manufacturers will need to redesign:
- Crankshafts, connecting rods, and pistons — higher fuel flow means higher cylinder pressures
- MGU-K battery capacity — output target drops from 350 kW to 300 kW, so energy store can shrink
- Exhaust manifold thermal mapping — 450 kW ICE produces significantly higher exhaust gas temperatures
What Fans Should Notice in 2027 and 2028
The most immediate fan impact arrives at the 2027 Bahrain Grand Prix — season opener in March. Engines will sound louder, with more direct mechanical noise replacing the MGU-K’s characteristic electric whine that has defined Formula 1 soundtracks since 2014. Qualifying lap times will likely improve by roughly 0.3–0.5 seconds per lap based on simulations shared.
The MGU-K reduction means less seamless acceleration out of low-speed corners, which may paradoxically make racing more “drivable” while reducing the hybrid deployment complexity that currently defines modern F1. Drivers will manage power delivery more traditionally — something Max Verstappen has publicly welcomed, given his stated preference for a more direct connection between throttle pedal and rear-wheel drive.
Frequently Asked Questions
Why is Formula 1 increasing fuel flow if it wants to be carbon neutral?
The FIA accepted the trade-off because declining TV audience share — particularly among younger demographics in the 18–34 bracket that advertisers value most — posed a bigger long-term commercial risk than a short-term emissions overshoot. The 13% increase is calibrated to be offset by 100% sustainable fuel sourcing from Aramco.
Which teams benefit most from the 60:40 split?
Historically ICE-focused manufacturers — Red Bull Powertrains/Ford, Scuderia Ferrari, and Honda Racing Corporation — benefit most. Teams with more advanced MGU-K integration, particularly Mercedes-AMG HPP, face a bigger re-engineering burden since their 2026 PU was optimized around a stronger electrical contribution.
When will the new rules take effect?
Stage one (2027) takes effect from the first race of the 2027 FIA Formula 1 World Championship, expected to be the Bahrain Grand Prix in March 2027. Stage two (2028) begins at the 2028 Bahrain Grand Prix. Technical regulation documents will be published by the FIA in December 2026.
