Formula 1’s ambitious engine revolution has taken another significant turn after the FIA confirmed that a planned shift toward a 60/40 internal combustion-to-electric power split will no longer arrive in 2027 as originally expected. Instead, the governing body has approved a gradual transition that will stretch into 2028, giving teams and manufacturers more time to adapt to the sport’s rapidly evolving technical landscape.
The decision comes after extensive discussions involving Formula 1, the FIA, current manufacturers, teams, and future entrants, including General Motors. While the direction of travel remains unchanged, the timeline has now been adjusted to reduce risks and ensure a smoother implementation of one of the most important technical changes in modern F1 history.
WHY THE FIA CHANGED ITS PLANS
The original proposal aimed to increase the role of the internal combustion engine while slightly reducing reliance on electrical deployment from the hybrid systems. However, several manufacturers reportedly expressed concerns about introducing such a dramatic shift only one year after the arrival of the all-new 2026 power unit regulations.
Rather than forcing teams into another major redesign cycle immediately, Formula 1 has opted for a phased approach. This strategy allows manufacturers to continue refining their new hybrid packages while avoiding unnecessary development costs and reliability concerns.
The move highlights a growing trend within Formula 1 governance: balancing innovation with practicality. While the sport remains committed to sustainable hybrid technology, officials appear determined to avoid creating instability during a period of enormous technical change.
HOW THE NEW POWER SPLIT WILL WORK
Under the revised framework, 2027 will serve as a transitional season.
The internal combustion engine’s maximum output will rise from 400kW to 420kW through a modest increase in fuel flow. Meanwhile, MGU-K electric power will decrease from 350kW to 300kW. This creates an approximate 58:42 split between combustion and electrical power.
The full 60:40 ratio will then arrive in 2028.
At that stage, combustion engine output will increase further to 450kW, while MGU-K power remains at 300kW. Fuel flow will also receive a substantial boost compared to 2026 levels.
Energy harvesting capabilities will continue evolving as well, increasing from 350kW today to 375kW in 2027 and 400kW in 2028.
The result is a gradual transition rather than a sudden technical shock to manufacturers already investing hundreds of millions into the new generation of power units.
WHAT THIS MEANS FOR TEAMS AND MANUFACTURERS
The delay could be particularly significant for teams that entered the 2026 regulations expecting rapid changes shortly afterward.
Manufacturers such as Ferrari, Mercedes, Red Bull Powertrains, Honda, Audi, and future entrant General Motors now receive additional breathing room to optimize their engine concepts before another major shift arrives.
Perhaps most importantly, chassis designers gain valuable extra time. The increased fuel flow planned for 2028 requires larger fuel capacity, meaning teams must redesign certain aspects of their cars. By staggering the changes, engineers can incorporate those adjustments more efficiently rather than rushing development.
In a cost-capped environment where every resource matters, that extra preparation time could prove invaluable.
THE BIG WINNERS AND LOSERS
One of the most intriguing aspects of the decision is how it could influence the competitive order.
Teams currently enjoying strong engine performance may welcome the delay because it allows them to maximize their existing advantage before rivals receive opportunities to close the gap.
Conversely, manufacturers hoping for a quick regulatory reset may feel frustrated. Several teams had viewed the future power split changes as a potential opportunity to reduce performance deficits and gain ground on rivals.
The delay also reinforces Formula 1’s commitment to stability. Recent seasons have shown how dramatically regulations can reshape the grid, and the FIA appears eager to avoid introducing unnecessary uncertainty while teams are still adapting to the new 2026 era.
CHAMPIONSHIP IMPLICATIONS COULD BE ENORMOUS
Although these changes may seem distant, engine development decisions made today will influence championship battles for years.
The 2026 season has already demonstrated how critical power unit performance remains despite advances in aerodynamics. Teams currently leading the championship know that maintaining an engine advantage could provide a foundation for long-term success.
Manufacturers now have a clearer roadmap through 2028, allowing them to plan development cycles more effectively. That clarity could influence everything from upgrade schedules to driver contracts and long-term investment strategies.
For championship contenders, the announcement removes uncertainty and provides a more predictable framework for future development.
WHAT HAPPENS NEXT?
The proposed amendments are expected to receive formal approval from the FIA World Motor Sport Council later this month, but all major stakeholders have reportedly supported the revised approach.
Assuming final ratification proceeds as expected, teams will immediately begin adjusting their development plans around the updated timeline.
While fans may not notice any immediate difference on track, the consequences could be far-reaching. Formula 1’s future power unit landscape is now becoming clearer, and the decisions made over the next two seasons could shape the competitive order for the remainder of the decade.
The 60/40 split is still coming. The only difference is that Formula 1 has decided to take a slower, more calculated route to get there—a move that may ultimately benefit both the manufacturers and the spectacle of the sport itself.
