Michael Schmidt is one of the most respected and well-known journalists in the Formula 1 paddock, and a recent episode of his podcast Formula Schmidt provided several answers for fans wondering how such a complex and controversial set of 2026 regulations came into existence.
The veteran German journalist shared a number of fascinating insights, both familiar and previously unknown, into the negotiations that shaped the future of Formula 1. Who pushed for the 50/50 split between internal combustion and electric power? Why do the 2026 cars suffer from superclipping? And how did Mercedes end up benefiting from what some describe as a compression ratio loophole? According to Michael Schmidt, the answers lie in years of political compromises and competing interests.
The 2026 F1 regulations: a compromise built on compromises
Michael Schmidt did not hold back when discussing the new rules.
“You have to admit it, the regulations are poor. They are written in a catastrophically bad way. They saw the train coming and now they are trying to stop it. But they saw it coming from the very beginning…” he said.
The German journalist confirmed that it was largely the CEOs of the major automotive manufacturers who insisted on a 50/50 split between thermal and electric power. Their objective was clear: to use Formula 1 as a platform to showcase and promote electric propulsion technology.
That decision ultimately became one of the foundations of the 2026 power unit regulations, but it also created a series of technical challenges that continue to generate debate today.
Superclipping was created by fears surrounding Audi and Porsche
Once Formula 1 committed to the ambitious 50/50 concept, engineers were faced with another challenge: tripling the electrical output of the power units from 120 kW to 350 kW.
“There were three years available to find solutions for how to recharge the batteries. It would have been enough to recover energy from the front axle. Then we would never have been talking about clipping, superclipping and all these issues,” Michael Schmidt explained.
So why was that route never pursued?
According to the German journalist, the reasons were primarily political rather than technical: “The manufacturers already present in Formula 1 did not want that solution because they believed Audi and Porsche would have had a huge advantage thanks to their experience at Le Mans,” he said.
The concern was that both Audi and Porsche had extensive expertise with hybrid systems and front-axle energy recovery technologies developed through endurance racing. Existing Formula 1 manufacturers feared that introducing such systems would immediately benefit the newcomers.
How Audi and Porsche pushed for compression ratio limits—and Mercedes found an advantage
In what became a complicated game of political compromises and mutual vetoes, Audi and Porsche eventually succeeded in securing approval for one of their own proposals.
“They insisted on introducing both a boost pressure limit and a compression ratio limit. Another absurd decision. If that limit had not been introduced, the compression ratio would still be 18:1 as it was before. And Mercedes would not have the advantage it has now,” Michael Schmidt argued. According to the journalist, those restrictions unintentionally created the conditions that allowed Mercedes to gain an edge under the current interpretation of the regulations.
The comments add another layer to the ongoing discussion surrounding the competitive balance of the upcoming power unit generation, particularly as several manufacturers continue to push for further regulatory changes before the new era officially begins.
The boost pressure limit and Audi’s unexpected irony
Michael Schmidt also revealed an interesting detail regarding the boost pressure regulations.
According to the Auto, Motor und Sport journalist, Audi was one of the strongest advocates for reducing the maximum boost pressure limit from 5.0 bar to 4.8 bar. The irony of that position became evident during the Miami Sprint weekend. Fans may recall that Gabriel Bortoleto’s Audi was disqualified for breaching regulations related to engine intake pressure.
In other words, the manufacturer found itself falling foul of restrictions that it had actively supported during the rule-making process.
Formula 1 risks losing fans in technical debates
Michael Schmidt concluded his analysis with a broader reflection on the direction Formula 1 has taken.
“The sport has to appeal to the public. Most fans do not know what a megajoule is. The moment people start talking about these things, Formula 1 has already lost. It simply should never have happened. The FIA must not allow itself to be influenced too much,” he said.
His comments highlight a growing concern among some observers that Formula 1’s increasingly complex technical regulations risk alienating fans who are more interested in close racing than in intricate discussions about energy deployment, electrical output and power unit architecture.
Whether the governing body chooses to revisit parts of the 2026 package remains to be seen, but Michael Schmidt’s revelations provide a fascinating glimpse into the political battles, compromises and competing interests that helped shape one of the most debated regulatory overhauls in modern Formula 1 history.
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