F1 2026: the DAS precedent points the way on the power unit case
The 2026 Formula 1 season, anticipated as the dawn of a new technical era, risks starting not on track but in the sporting courts. Just months after the new power unit regulations came into effect, tensions between the FIA and manufacturers are high, with the real possibility that the opening races could be marked by formal protests and regulatory disputes.
The alarm was raised by an analysis published by L’Equipe, which highlighted a recent meeting between the FIA and the engine suppliers. According to the French daily, the meeting “complicated things” rather than clarifying them. At the center of the discussion was the new measurement and monitoring system for power units, set to come into force with an “unknown timeline,” feeding uncertainty and nervousness among the suppliers.
F1 2026 – Power units and Newey’s fury
L’Equipe openly spoke of “the specter of a chaotic and controversial season start,” a scenario that cannot be ruled out. Some teams reportedly fear uneven application of the new technical directives, with the risk of divergent interpretations between regulator and teams once the championship begins. In a context of entirely new regulations, every grey area becomes fertile ground for disputes.
According to reports, Aston Martin’s reaction has been particularly strong. The French newspaper noted that “Aston Martin and Adrian Newey are furious about this engine-related move.” This is significant, given Newey’s key role in Aston Martin’s 2026 project and the centrality of the power unit in the increasingly electrified Formula 1.
Rumors surrounding Mercedes have also emerged in recent weeks, particularly regarding the compression ratio. However, it is unclear whether Mercedes alone identified this technical loophole. The news came after some employees left Mercedes High Performance Powertrains to join Red Bull, though it remains uncertain if Red Bull adopted the same solution. This detail is important, highlighting the transfer of know-how between manufacturers during a delicate technical phase.
According to this reconstruction, speculation about the German group was fueled by engineers leaving Mercedes, creating an atmosphere of suspicion and tension between suppliers. In the absence of a clearly defined and perceived final regulatory framework, any leak of information can amplify controversy.
The situation is further complicated by reports from the Telegraph, citing a rival team’s perspective. According to this source, the FIA and Nicholas Tombazis “have no real idea how much of a difference the contested solution could make on track,” adding that “it would be astonishing if some team didn’t protest.” These statements suggest a scenario where even the FIA may not fully grasp the potential performance impact of the more extreme regulatory interpretations.
The concrete risk is that the season opener, the Australian Grand Prix in Melbourne, could see one or more teams file an official complaint, turning the debut of the new technical era into a legal and political test before it becomes a sporting one.
For Formula 1, which aims to present 2026 as a new start focused on sustainability, technical balance, and regulatory clarity, this would be far from ideal. The FIA’s mediation in the coming weeks will be crucial to avoid a championship that begins under the shadow of protests and legal disputes instead of on-track competition. There is, however, a precedent that could serve as a guide.
F1: the Dual Axis Steering precedent
Remember the DAS introduced by Mercedes on the W11 in the 2020 season? In short, it was a mechanism that allowed drivers to adjust the front wheel toe via longitudinal steering wheel movement. This enabled drivers—Hamilton and Bottas at the time—to directly influence the front-end setup, benefiting top speed, tire wear management, and overall car stability. Due to its performance impact and regulatory fairness, the FIA banned DAS in subsequent seasons.
Practically, pushing the steering wheel forward increased toe-out, aiding corner entry, while pulling the wheel back returned toe to near zero, reducing aerodynamic drag and improving straight-line efficiency.
Returning to the power unit discussion, as previously reported on GP-news.net, the FIA could defer a definitive resolution to 2027. Technical regulations provide for static checks of compression ratios, which could be surpassed by the team led by Toto Wolff.
Until procedural changes are introduced or grey areas are clarified, the likelihood of protests being upheld remains low. This situation, with all caveats considered, closely mirrors the DAS case. A regulatory rewrite was required to outlaw it—an action taken the following year. The path is already mapped out…
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