F1 Regulations
Browse all Formula 1 regulations with simplified explanations. Search for specific rules or browse by category. Every regulation includes the official FIA text and a fan-friendly summary.
Showing 755 technical regulations
View all categoriesES IVT sensor
The ES IVT sensor is an electrical system component that F1 teams must use to monitor and manage the car's energy recovery and power distribution. This sensor helps ensure teams are complying with the technical regulations regarding energy storage and deployment during races.
Fuel Flow Meter
F1 teams must use official fuel flow meters approved by the FIA to monitor how much fuel is being used during a race. These meters come with specific fittings, hoses, and pipes that are standardized to ensure fair competition and prevent teams from gaining an advantage by using unauthorized equipment.
Power Unit Pressure and Temperature sensors
F1 power units must have approved pressure and temperature sensors installed so the FIA can monitor engine performance and ensure all teams are following the rules. These sensors transmit real-time data that helps officials verify no team is illegally boosting their engine beyond allowed limits.
Power Unit mountings to gearbox and Survival Cell
This regulation specifies how the engine (Power Unit) is physically attached to the car's gearbox and survival cell (the main chassis structure) using studs, nuts, and specialized fasteners. Teams must use approved mounting hardware like top-hat bushes and barrel nuts to ensure safe and standardized connections between these critical components.
High Pressure fuel pump
The high pressure fuel pump is a critical component that pressurizes fuel to inject it into the engine at very high pressures. Teams must use FIA-approved fuel pumps that meet strict technical specifications to ensure fairness and safety across all cars.
Exhaust System Beyond Turbine and Wastegate Exits
This rule controls the exhaust pipes that come after the turbo's turbine and wastegate outlets. Teams must follow specific regulations about how these pipes are designed and attached to the car to ensure fair competition and safety.
Air Filter
The air filter is a component that must stay within the designated Power Unit Supply Perimeter area of the engine. This rule ensures that all critical engine parts are contained in the approved zone and maintained under proper technical oversight.
Compressor Inlet Duct
The compressor inlet duct is a regulated component inside the engine's power unit that controls how air enters the turbocharger. Teams must follow strict rules about its design and placement to ensure fair competition and prevent unfair aerodynamic advantages.
Engine Heat Shields
Teams must install heat shields around hot engine components inside the power unit area to protect surrounding parts and prevent damage. These shields are mandatory safety equipment that keeps extreme engine temperatures contained within a defined boundary.
Breather System
The breather system is a component inside the F1 power unit that manages air pressure and prevents fluid overflow from the engine. It's a regulated part that teams must design and use according to the detailed specifications in Appendix C4 of the technical regulations.
Compressor Outlet Duct
This is the pipe that carries compressed air from the turbocharger's compressor directly to the cooling system (Secondary Heat Exchanger). It's an internal engine component that must follow specific regulations about where it can be positioned and how it's constructed.
Homologation dossier submission
Before a new engine manufacturer can supply power units to F1 teams, they must submit official documentation to the FIA by March 1st of their first year competing. Each manufacturer can only submit one set of these documents.
Plank Base Polygon
The plank base polygon defines the outer boundary shape of the car's plank (the flat wooden board on the car's underside) using specific corner points. Imagine drawing a closed outline on a flat surface by connecting dots in sequence—that's essentially what this rule describes.
Plank Fillet Application
After the floor shape is finalized, teams must round off the sharp corners (called fillets) at specific points with precise curves. This prevents teams from creating sharp edges that could exploit aerodynamic loopholes.
Plank Extrusion
The plank (a wooden board underneath the car) must extend downward from its defined surface all the way to a depth of 10 centimeters below. This ensures the plank covers the required area and maintains consistent thickness for wear measurement purposes.
Plank Chamfer Application
After the floor of an F1 car is fully designed according to regulations, the sharp edges on the bottom must be rounded off (chamfered) to specific measurements. This is a safety and technical compliance requirement that prevents damage and ensures cars meet the exact specifications.
Final Plank Reference Volume
This rule establishes the official measurement volume of the car's plank (the wooden board underneath the chassis that protects it). The 'RV-PLANK' is the precisely defined space used by FIA officials to check if a car's plank meets size and wear regulations throughout the season.
Electrical looms
Article 11B covers the electrical wiring (looms) that connect the main car's electrical system to the power unit, gearbox, and other control systems. These wires can be made in separate sections with connectors joining them together at various points throughout the car.
car to team telemetry
Article 11C covers the telemetry systems that allow teams to receive real-time data from their cars during races and practice sessions. This data helps engineers monitor car performance, driver inputs, and mechanical systems to make strategic decisions and adjustments.
Driver radio
Article 11D covers regulations about driver radio communications during races. Teams can communicate with their drivers, but certain types of messages are restricted to maintain fair competition and safety.
Accident Data Recorder (ADR)
Every F1 car must have an Accident Data Recorder (ADR) that captures crucial telemetry and sensor data during races. This black box device helps FIA stewards investigate incidents by providing objective evidence of what happened, including speed, throttle position, brake pressure, and steering inputs at the moment of any accident or collision.
High speed camera
F1 uses high-speed cameras to record detailed footage of incidents and race events. These cameras help stewards review what happened during races and make fair decisions about penalties or rule violations.
In-ear accelerometers
F1 drivers must wear in-ear accelerometers during races and certain sessions to measure the physical forces and impacts they experience. This safety data helps teams and the FIA monitor driver wellbeing and collect valuable information about crash impacts and extreme cornering forces.
Biometric devices
F1 drivers are allowed to wear biometric devices (like heart rate monitors and fitness trackers) during races and practice sessions to monitor their physical condition. These devices help teams and medical staff track driver health and performance, but they must meet FIA safety and technical specifications.
Marshalling system
Article 11J covers the marshalling system in F1, which is the network of officials stationed around the track to monitor the race, manage safety procedures, and communicate incidents to race control. Marshals are responsible for displaying flags and signals to drivers, assisting with accidents, and ensuring the track remains safe throughout the event.
Timing Transponders
Every F1 car is equipped with a timing transponder that automatically records lap times and position data throughout the race. This small device communicates with trackside equipment to provide accurate timing information for broadcasters and race officials.
TV Cameras
This regulation governs the placement and operation of television cameras used to broadcast Formula 1 races. Teams and circuit operators must comply with specific requirements for camera positioning, access, and safety protocols to ensure proper race coverage and protect personnel working with broadcast equipment.
Standard Electronic Control Unit (SECU)
The SECU is a standardized computer control unit that all F1 teams must use to manage their car's engine and power unit functions. This ensures fair competition by preventing teams from gaining unfair advantages through advanced electronics, while still allowing teams to develop their own strategies within the permitted parameters.
SECU FIA applications
Article 11T covers the use of official FIA security applications that teams and drivers must use for certain F1 operations. These applications help ensure compliance with F1 regulations and maintain security protocols throughout the championship.
SECU Team applications
Article 11U covers how teams apply to become official F1 competitors and the requirements they must meet. Teams need to submit applications to the FIA with detailed information about their organization, finances, facilities, and personnel to be approved to compete in the championship.
Homologation dossier contents
Before a team can use a new power unit in F1, they need to submit a complete package of paperwork to the FIA. This package must list every major power unit component, all the smaller parts, and other required documents following a specific FIA template (FIA-F1-DOC-C047). Think of it as getting your engine approved before you can race.
Rear lights
F1 cars must have properly installed electrical wiring systems for their rear lights. These wiring looms need to be positioned and secured correctly according to technical regulations to ensure the lights function safely during races.
Driver Cooling System
This rule governs the driver cooling system in F1 cars, which keeps drivers comfortable during races by regulating their body temperature. The regulation covers all cooling components up to where they connect to the driver's personal equipment (like cooling suits), and includes the pipes that run between different parts of the cooling system.
Conditions for Supply of New Customer Competitor
A power unit manufacturer can only supply engines to a new team if they meet all the conditions laid out in the detailed rules. Both the manufacturer and the team are expected to negotiate fairly and in good faith, though they have some flexibility in working out the final agreement.
Supply Contract Terms for New Customer Competitor
When a Power Unit manufacturer supplies a new team, they must offer similar contract terms to what existing customer teams receive, except for the price itself. The manufacturer can use any terms that at least one other customer team has agreed to, or if no other teams exist, they have complete freedom in setting payment conditions.
Payment Terms and Conditions
Teams must pay their F1 entry fees in four chunks: 25% when signing up, 25% by late October the year before, 30% before the season starts, and 20% before the fifth race. If a team is late paying more than €100,000, F1 can kick them out.
Non-Disparagement Clause
Teams, engine manufacturers, and customer competitors must avoid making false, misleading, or insulting comments about each other that could damage their reputation or image. Basically, no trash talk that crosses the line from competition into dishonesty or defamation.
Duration of PU Supply Term
A Power Unit manufacturer can supply engines to teams for a minimum of 1 season and a maximum of 3 seasons. These supply agreements cannot extend beyond the 2030 F1 season unless both the manufacturer and FIA agree otherwise.
PU Manufacturer Name and White Label/Unbranded Supply
When a team gets an engine from a manufacturer, the manufacturer decides if the team can use the manufacturer's brand name or has to run as an unbranded/white label team. Any different name must be agreed upon beforehand. If a manufacturer supplies an engine without branding and no special commercial deal is made, there are no extra costs.
Warranty of No Conflicting Contracts
When a new team joins F1 with a power unit supplier, they must promise they don't have any other deals with competing engine manufacturers. If they do have conflicting agreements, they need to cancel them before the contract period starts.
Restriction on Automotive Manufacturer Status
A customer team (one that buys engines from a manufacturer rather than building their own) cannot be set up as a full automotive manufacturer just to compete in F1, unless the engine supplier agrees to it. This rule prevents teams from bypassing the rules by creating shell companies.
Sponsorship Restrictions
A new customer team (a smaller F1 team using an engine from a larger manufacturer) cannot have sponsors that compete with the engine manufacturer's main business, unless everyone agrees to it. For example, if your engine supplier also makes road cars, you can't sponsor a competing car company without permission.
Sanctions, Criminal Conviction, and Reputation Requirements
F1 teams and their leaders must follow the law and maintain a good reputation. They cannot be on international sanction lists, have serious criminal convictions, or commit fraud and money laundering. Breaking this rule protects the sport's integrity and credibility.
PU Supply Perimeter and Maximum Supply Price
F1 teams can buy Power Unit components from suppliers at a set maximum price for the standard package listed in the rules. If they want additional parts or services beyond this standard package, they have to pay extra charges that are fair and similar to what other teams pay.
FIA Confirmation of Code of Good Standing Compliance
Before a new team can join F1, the FIA must officially confirm in writing that the team and everyone involved (owners, managers, and shareholders) haven't previously broken the FIA's Code of Good Standing. This is basically a background check to ensure the team has a clean record with the sport's governing body.
Power Unit Maximum Supply Price
F1 teams can purchase power units (engines) from suppliers at a capped price between 20-22 million euros. This price is adjusted yearly based on inflation. Any extra parts or services beyond the standard package cost extra based on what the market charges.
Wheel Guns
Wheel guns are the motorized tools that pit crews use to quickly remove and install wheels during pit stops. They can be powered by compressed air or electricity, and the regulations cover everything from the guns themselves to their power sources, cables, and safety equipment like heat shields.
Front Jack
The front jack is the hydraulic lifting device used by the pit crew to raise the front of the car during pit stops. It must be properly designed with safety features like signalling lights and cables, and shaped to safely connect with the car's suspension components.
Rear Jack
Article 14C specifies the technical requirements for the rear jack used by F1 teams during pit stops. The jack must have proper signaling lights and cables, and its cradle must be shaped to safely interface with the car's Load Transmitting Components (LTC). This ensures safety and standardization across all teams during tire changes and repairs.
Side Jack
A side jack is a specialized lifting device that can be used to jack up an F1 car from the side in emergency or unusual situations, rather than the standard front and rear jacking points. This allows teams flexibility when standard jacking procedures cannot be safely performed.
Overhead Gantry
The overhead gantry is the metal frame structure suspended above the pit box that holds and delivers air and electrical connections to the team's pit stop equipment. It's essentially the 'nervous system' of the pit box, supplying compressed air for pneumatic tools and power for all the electronic equipment the team uses during pit stops.
Control System
Article 14F describes the technology and equipment used to manage pit stops safely and fairly. This includes the sensors that detect when a car arrives, cameras that monitor the stop, traffic lights that signal when it's safe to leave, and all the software that controls these systems together.
Transport Boxes
This regulation covers the standardized boxes and containers that F1 teams use to transport their pit stop equipment to the track. Teams must use approved transport boxes and stillages to organize and move their tools and components during race weekends.
Naming Conventions
F1 uses special naming codes to identify different parts of cars during technical inspections. When you see 'RV-' in the rules, it refers to a Reference Volume (a measured space or area), and 'RS-' refers to a Reference Surface (a measured plane or flat area). This helps engineers and officials use consistent language when checking if cars meet the size and shape requirements.
CAD Model Availability
Teams and engine manufacturers can download detailed 3D computer models of car parts and design specifications from the FIA. These models help teams design their cars within the rules, and the FIA can provide custom versions if needed.
Inconsistency Resolution
If there's a disagreement between two different versions of official F1 documents (one created manually and one downloaded electronically), the FIA will decide which version is correct on a case-by-case basis. This ensures the right rulebook is used for any decisions.
Information provided by the PU Manufacturer to their customer F1 Teams
Engine manufacturers must give F1 teams detailed plans and specifications of their power units in two stages: a preliminary version by August and a final version by November of the year before competition. If anything significant changes after August, the manufacturer must notify teams immediately, and if teams think the changes are unfair, they can ask the FIA to investigate within 7 days.
Legality Volumes or Surfaces Defined by CAD Models
F1 cars must be built to exact specifications defined by official computer models (CAD files) provided by the FIA. These digital blueprints show the precise shapes and sizes allowed for different car parts, and teams download them to ensure their designs are legal.
Obligations of Fuel and Engine Oil Suppliers
Fuel and oil suppliers who want to work in F1 need to register with the FIA by January 1st of the year before they start. They must pay their fees, follow all the rules, and promise not to sue over patents or intellectual property. It's basically the FIA saying 'if you want to be our supplier, here's what you need to do.'
Application to Affiliate Companies
When a company agrees to supply parts to F1, this agreement doesn't just apply to that main company—it also applies to all of their related affiliate companies. This means any smaller companies owned by or connected to the supplier must follow the same rules.
Non-Obligation to Supply
Fuel and oil suppliers aren't forced to supply F1 teams if they don't want to. However, if the FIA invites a supplier to participate and they don't agree within 30 days, the FIA can ban them from F1.
Continued Binding Effect After Cessation
If a fuel or engine oil supplier agrees to the Non-Assert Agreement and supplies F1 teams during the 2026-2030 era, that agreement stays in effect even after they stop being a supplier. They can't go back on their commitments once they've left.
Intellectual Property Warranty and Indemnification
Fuel and oil suppliers must guarantee their products don't use anyone else's patented technology or formulas. If they do use someone else's invention without permission and get caught, the supplier has to cover all legal costs and problems for the FIA and the sport's rights holders.
2026 Power Unit Regulations
2026 brings major engine rule changes. The complex MGU-H is removed to cut costs and attract new manufacturers. To compensate, the MGU-K becomes much more powerful and the battery is bigger. The goal is simpler, more sustainable power units that are still cutting-edge.
Obligations of PU Manufacturers Regarding Fuel and Oil Suppliers
Power unit manufacturers must tell F1 who their fuel and oil supplier will be within 90 days of signing up. They can switch suppliers later if needed, but there are strict rules about what technical information they can share with their suppliers, especially details about how the engine burns fuel and manages air flow.
Obligations of Competitors Regarding Fuel and Oil Suppliers
F1 teams must tell the sport who supplies their fuel and oil within 90 days of starting that deal. Teams can switch to a different fuel or oil supplier anytime during the season, as long as they follow the FIA's rules for doing so.
Front Wing Endplate Outer Footplate Reference Volume (RV-FWEP-OFP)
This rule defines a specific 3D box-shaped reference area on the outer part of the front wing endplate. The FIA uses this volume to check that teams aren't adding illegal extensions or shapes that go beyond the allowed dimensions, by removing certain trimmed sections based on other technical regulations.
Front Wing Endplate Inner Footplate Reference Volume (RV-FWEP-IFP)
The front wing's inner endplate footplate is defined as a specific 3D box-shaped area on the car. This zone is then refined by removing material in front of it and cutting away a cylindrical section, creating the precise space where this component must fit according to the regulations.
Front Wing Endplate Diveplane Reference Volume (RV-FWEP-DIVEPLANE)
The front wing endplate diveplane is a specific 3D box-shaped area on the front wing where teams must ensure their car design fits within strict boundaries. This invisible reference zone helps FIA officials check that the front wing components don't exceed allowed dimensions, with the upper portion trimmed by a reference plane from another regulation section.
Front Wing Strake Reference Volume (RV-FW-STRAKE)
The front wing strake is a small vertical fin on the front wing that must fit within a specific rectangular box measuring roughly 750mm wide, 105mm tall, and 125mm deep. The FIA uses this reference volume to ensure all teams' strakes are the correct size and shape for safety and competition fairness.
Front Wing Sensor Reference Volume (RV-FW-SENSOR)
The front wing sensor reference volume is a designated 3D space where F1 teams are allowed to mount sensors on their front wings. It's essentially a rectangular box measuring 60cm long, 15cm wide, and 50cm tall, plus a cylindrical area in the center, all positioned at the very front of the car.
Camera 2 Reference Volume (RV-CAMERA-2)
RV-CAMERA-2 defines a specific 3D space on the car where a second camera must be mounted for broadcast purposes. This rectangular box-shaped volume is positioned toward the rear-left of the car and has been trimmed to exclude certain areas above and toward the inside of the vehicle.
Rear Wing Profiles Reference Volume (RV-RW-PROFILES)
This regulation defines the maximum allowable space (or 'reference volume') where a Formula 1 car's rear wing can be positioned and shaped. Think of it as an invisible 3D box that the rear wing must fit within, with one angled plane cutting through it to set the upper boundary. If a team's rear wing extends beyond this box, it violates the rules.
2026 Aerodynamic Regulations
2026 F1 cars get a major redesign. They'll be smaller, lighter, and feature active aero that adjusts automatically based on speed - like "Z-mode" for straights and "X-mode" for corners. This aims to make racing closer while keeping F1 cars as the pinnacle of technology.
Non-Exclusivity of Supply Agreements
F1 engine manufacturers can't make exclusive deals with parts suppliers that would give them an unfair advantage over other teams. In other words, if a manufacturer buys a special component from a supplier, that same supplier must be willing to sell equally good parts to competing manufacturers at fair terms.
Rear Wing Endplate Reference Volume (RV-RWEP-BODY)
This rule defines the maximum allowed shape and size of the rear wing endplate (the vertical panel at the wing's edge). The endplate is measured in a specific 3D space between two points on the car, and material is removed from the front, back, and bottom to create the final allowed shape. Teams must stay within these boundaries or face penalties.
Additional constraints on permitted modifications
Teams that want to modify their power units must get FIA approval first by submitting detailed requests at least 14 days in advance. Only new power unit parts can have sealed modifications, and customer teams can delay accepting engine upgrades if they cause installation problems with their cars.
DRS System
DRS lets the rear wing flap open on straights to reduce drag and boost top speed by 10-15 km/h. It's driver-activated via a button but only works in designated zones and when close to another car. The system must fail-safe to the closed position if there's any malfunction.
Minimal incidental changes due to modifications to other PU components
Teams can make small, necessary changes to one power unit part if they've modified a different part on a different upgrade schedule. These minor tweaks need official approval before implementation. Think of it as allowing knock-on adjustments when upgrading components.
Non-Assertion of Patents and Intellectual Property Rights
F1 engine manufacturers can't use patents or intellectual property to block other teams from using similar technology or designs. If a manufacturer wants to use patented technology, they need to sign a Non-Assert Agreement and get confirmation from their parts suppliers that this is allowed.
Rear Wing Pylon Reference Volume (RV-RW-PYLON)
This rule defines a specific three-dimensional box-shaped space where the rear wing pylons (the supports holding up the rear wing) must fit on an F1 car. The space extends from the middle of the car (Y=50) to further back (Y=110), and teams must design their pylons to stay within this defined volume to maintain aerodynamic fairness and safety.
PU Manufacturer Warranty on Intellectual Property
The Power Unit manufacturer guarantees that their engines don't copy anyone else's patented technology or designs. If someone claims the engine infringes on their intellectual property, the manufacturer takes full responsibility for any legal costs or damages rather than the FIA or F1 having to pay.
Stay / Bracket / Support / Fairing Reference Volumes
F1 cars have various structural parts like supports, brackets, and fairings. The FIA defines these parts using imaginary boxes (cuboids) to ensure teams don't build them larger or in different shapes than allowed. Multiple boxes can be combined to create the approved shape for each part.
ERS Volume Trimming
After the ERS (Energy Recovery System) volume is fully defined in the previous section, teams must trim it using a specific surface called RS-PU-FWD-ERS. Everything in front of this surface must be removed, ensuring the ERS component fits within the allowed boundaries.
Reference Surfaces
Reference Surfaces are the official boundaries and measurements that define a car's shape and dimensions. The FIA uses these imaginary surfaces to check if a car's body parts (like the nose, floor, engine cover, and side walls) stay within the legal limits. If a car's parts stick out beyond these reference surfaces, it fails technical inspection.
Minimal incidental changes
Teams can make small adjustments to certain car systems without needing special permission from race officials. These minor tweaks are allowed for things like wiring, exhaust pipes, turbo positioning, and fluid hoses, as long as they don't significantly change how the car works.
Floor Regulations
The floor is the key downforce producer in modern F1. Ground effect tunnels underneath the car create suction. Strict rules govern the shape and dimensions to ensure teams generate downforce in similar ways. This was the major change in the 2022 rules to help cars follow each other more closely.
Forward Intrusion Laminate Reference Surface (RS-INTSN-LAM-FWD)
This rule defines a specific reference surface on the front of the car that's used to check if aerodynamic elements stick out too far forward. Think of it as an invisible boundary line that runs across the width of the car – aerodynamic parts can't breach this line.
Forward Intrusion Laminate Reference Surface - Profile Definition
This regulation defines the exact shape and position of the front wing's crash structure (the part that absorbs impact in a collision). It specifies two straight lines that form a profile when viewed from above, creating a boundary that the front wing cannot cross.
Forward Intrusion Laminate Reference Surface - Extrusion
This rule defines how the front crash structure's laminate (protective layer) surface is created by extending a specific profile across the entire width of the car. The resulting surface is officially called 'RS-INTSN-LAM-FWD' and is used as a reference to ensure the car meets safety standards.
Modifications for reliability, safety, cost saving or supply issues
F1 teams can make changes to their engine components if they need to improve reliability, enhance safety, cut costs, or solve supply chain problems. However, they must get official approval before making any modifications.
Rearward Intrusion Laminate Reference Surface (RS-INTSN-LAM-RWD)
This regulation defines a specific reference surface inside the car's cockpit area that protects the driver in a rear-impact crash. It's an invisible 3D shape created by extending two profile lines across the width of the car, and the car's structure must meet safety requirements relative to this surface.
Rearward Intrusion Laminate Reference Surface - Profile Definition
This rule defines the shape of a protective barrier at the rear of the car that must meet specific geometric requirements. Think of it as an invisible safety profile that the car's rear structure must conform to, measured at three specific points to ensure the barrier provides proper protection in crashes.
Rearward Intrusion Laminate Reference Surface - Extrusion
This rule defines how F1 engineers create a 3D surface for the rear crash structure by extending a 2D profile sideways across the car's width. This 'RS-INTSN-LAM-RWD' surface ensures the rear intrusion laminate meets safety standards by establishing the exact shape that must be protected.
Minor modifications to Power Unit components
Teams can make small changes to their power unit parts, like switching suppliers or updating branding, without needing a completely new design. These tweaks don't significantly affect how the engine performs and just need FIA approval to be allowed.
Repairs of Power Unit components by patching
Teams can temporarily patch damaged Power Unit parts with similar or composite materials if the damage is small and localized. However, if they use a different material for the patch, that component can't be used again in the next championship season.
Changes of fuel and oil suppliers
F1 teams can switch to different fuel and oil suppliers during a season, but only if the reason is business-related (like a sponsor deal) rather than to gain a performance advantage. The FIA wants to prevent teams from constantly changing suppliers just to find faster fuel or oil.
Clutch
The clutch is the mechanical component that connects and disconnects the engine from the gearbox, allowing the driver to smoothly engage power to the wheels or shift gears. It consists of rotating parts, plates, springs, and bearings that work together as a system mounted between the power unit and gearbox.
Clutch actuation system
This regulation defines what components make up the clutch actuation system in an F1 car - essentially the mechanical and electronic parts that control how the clutch engages and disengages. It includes the actuator (which does the work), sensors (which monitor performance), cooling systems (to prevent overheating), and the servo valves (which control hydraulic pressure).
Clutch shaft
The clutch shaft is the mechanical component that connects the clutch (which engages/disengages engine power) to the gearbox. Depending on the car's design, this shaft might be mounted on either the Power Unit or the gearbox, and it includes support bearings and a sensor that measures the forces being transferred through it.
Clutch shaft torque sensor
F1 cars must have a sensor on the clutch shaft that measures the torque (twisting force) being applied. This helps teams and officials monitor the clutch system's performance and ensures all teams are using legal equipment that functions within regulations.
Gearbox Internals
Article 3G covers all the internal parts of the gearbox that work together to transfer power from the engine to the wheels, including gears, shafts, and the gear-changing system. Teams must follow strict regulations on these components, which are detailed in the technical appendix. Basically, it's about what goes inside the gearbox and how it functions.
Auxiliary Components (Oil system, reverse gear etc.)
Auxiliary Components are the supporting systems that help the gearbox work properly. These include things like oil pumps that keep everything lubricated, the oil tank that stores it, the reverse gear mechanism, and cooling systems. They're not part of the main gearbox itself, but they're essential for it to function.
Drive shaft
The driveshaft is the mechanical component that connects the gearbox to the wheels, transferring the engine's power to make the car move. It includes the shaft itself, joints that allow flexibility, bearings for smooth rotation, and any trigger wheels used for sensor systems.
Material breach of the Regulations
If a Power Unit manufacturer seriously breaks the rules, the FIA will first try to work it out with them for a month. If that fails, the case goes to court where a judge can fine them up to €15 million. This is the only penalty available for major rule breaches.
Minimum Weight
F1 cars must weigh at least 798kg (without driver). The driver weight is standardized at 80kg minimum - if lighter, ballast is added to ensure no advantage. Teams try to make cars as light as possible to have "ballast" they can position for better balance.
ICE Performance Index monitoring
The FIA tracks how well each team's engine (ICE) performs and compares it against the best engine on the grid. This monitoring ensures all engines are performing fairly and helps maintain competitive balance in F1.
Floor Body Extrusion
The floor of the car (the flat bottom surface) must extend upward to a specific height of 275mm. Think of it like taking a 2D shape and stretching it vertically to create a 3D wall - this defines how tall the floor structure can be.
ADUO Operational and Financial Measures and Eligibility Criteria
This rule gives struggling power unit manufacturers extra development opportunities to catch up. If a manufacturer's engine is 2-4% slower than the best engine, they get 1 extra upgrade per season for two seasons. If they're 4% or more behind, they get 2 extra upgrades per season instead. These upgrades are one-time grants and don't stack within the same season.
Application of ADUO homologations
Power unit manufacturers can use engine upgrades (called ADUO homologations) that they've been granted in the current season, plus any upgrades they were approved for from the previous season. If they don't use an upgrade by the final race of the season, they lose it. Teams that don't get approved for upgrades in the first two review periods of the season can't try again in the final period.
Inboard Front Suspension
The inboard front suspension covers all the suspension components mounted inside the car between where the push/pull rods connect and the main chassis structure. This includes springs, dampers, rockers, anti-roll bars, and various brackets that teams can adjust to fine-tune their car's handling and ride height.
Front Suspension Members
Front Suspension Members are all the mechanical parts that connect the wheel and steering to the main body of the car. This includes the wishbones, rods, bearings, and other components that help the wheel move up and down while keeping the car stable and allowing the driver to steer.
Front Upright Assembly (Excluding Axles, bearings, nuts & retention system)
The front upright assembly is the structure that connects your car's suspension to the wheel and brake system. It includes the upright itself, any brackets used for adjustments, fasteners, electrical components, and wiring—but excludes the axles, bearings, nuts, and retention systems. Teams can modify these parts to fine-tune how the car handles.
Front Axles (Inboard of the contact surface with the wheel spacer) and bearings
This rule covers the internal design of the front axle - specifically the parts you can't see from outside, including the axle shaft, bearings, and how they connect to the brake system. Teams must follow strict specifications for how these components are shaped and positioned to ensure fair competition and safety.
Front Axles (outboard of the contact surface with the wheel spacer), nuts & retention system
This rule covers the design and safety of the front wheel axles and their fastening systems. Teams must use approved nut retention mechanisms to prevent wheel nuts from coming loose during a race, ensuring driver safety and preventing dangerous debris on track.
Inboard Rear Suspension
This rule defines the internal rear suspension components that teams can design and modify between where the suspension connects to the push/pull rod and the gearbox. It includes springs, dampers, rockers, anti-roll bars, and their mounting brackets, giving teams flexibility to adjust their car's handling characteristics.
Rear Suspension Members
Rear suspension members are all the mechanical parts that connect the rear wheel assembly (upright) to the gearbox and engine. This includes the wishbones, rods, bearings, and brackets that allow the rear suspension to move and absorb bumps while keeping the wheel in the right position.
Rear Upright Assembly (Excluding Axles, bearings, nuts & retention system)
The rear upright assembly is the structural component that connects the suspension to the rear wheel hub. It includes the upright itself, any brackets used for setup adjustments, fasteners, and electrical components—but excludes the actual axles, bearings, and nuts that hold it together. This regulation defines what parts are considered part of the upright for technical compliance purposes.
Rear Axles (Inboard of the contact surface with the wheel spacer) and bearings
This rule covers the internal design of the rear axle and bearings that are hidden inside the wheel assembly. It specifies how the axle connects to the brake disc and how all the internal components must be arranged and mounted together.
Rear Axles (outboard of the contact surface with the wheel spacer), nuts & retention system
This regulation controls the design of the rear axle components that stick out beyond the wheel spacer, including the wheel nuts and the safety mechanism that prevents the nut from coming loose during a race. Teams must use an approved dual-stage retention system to ensure the wheel nut stays secure.
Power Assisted Steering
Power-assisted steering in F1 includes all the components that help the driver steer the car with less physical effort. This covers everything from where the steering column connects to the track rods, plus the hydraulic system, electrical connections, and the rack assembly that actually does the steering work.
Steering column
The steering column is the mechanical assembly that connects the steering wheel to the car's power steering system. It includes all the tubes, bearings, brackets, and electronic components that make steering work, plus the parts that protect the driver in a crash.
Steering wheel and quick release
Article 4N covers the steering wheel assembly and its quick release mechanism - the system that connects the driver to the car and allows the steering wheel to be quickly detached. It includes the steering wheel itself, gear shift and clutch paddles, and any electrical components permanently attached to it. Any part that can't be removed by operating the quick release is considered part of this assembly.
Wheel rims
This regulation defines all the components that make up an F1 car's wheel rim assembly, including the rim itself, the tire valve, tire pressure monitoring sensors, and various connecting parts. Teams must use approved wheel designs that meet strict technical specifications to ensure safety and fair competition.
Tyre pressure sensor (TPMS)
F1 cars must have tire pressure monitoring systems (TPMS) installed to help teams and the FIA track tire conditions in real-time during races. These sensors are mounted on the tire valve and provide crucial data about tire performance and safety throughout the event.
Tyres
F1 teams must use Pirelli tyres as the official supplier and follow strict rules about tyre usage, compounds, and storage. Teams can only use tyres provided by the official supplier and must manage them according to FIA regulations throughout the race weekend.
Conformity with the power unit homologation dossier
F1 engines must be built in a way that allows the FIA to put official seals on them for inspection. The engine manufacturer and teams using that engine must prove to the FIA at any time that their engine matches the original approved design specification.
Power Unit Components
F1 limits how many engine parts each driver can use per season to control costs. You get 3 of most components (engine, turbo, MGU-H, MGU-K) and 2 of others (battery, control electronics). Exceed these limits and you get grid penalties. Teams must balance performance versus reliability.
Definition of a New PU Manufacturer
A 'New PU Manufacturer' is a company entering F1 for the first time that hasn't built power units before (2014-2021) and hasn't inherited significant technology from existing manufacturers. If approved by the FIA, they receive special benefits and exemptions for 5 years (from 3 years before entry through 1 year after). The FIA evaluates applicants based on their facilities, engine experience, and ERS system knowledge.
Partial New PU Manufacturer status
If a new engine manufacturer doesn't fully meet F1's requirements, the FIA can give them 'partial newcomer status' instead of full newcomer status. This means they get fewer special advantages and cost breaks than a brand-new manufacturer would normally receive. The level of reduction depends on how well they meet requirements in three areas: their facilities, their engine technology, and their energy recovery system.
Revocation of the New PU Manufacturer status
The FIA can take away a new engine manufacturer's 'new' status if they find out the manufacturer gave false or misleading information when applying. This protects fairness by ensuring new teams don't get special benefits based on dishonest claims.
Transparency
When a new power unit manufacturer joins F1, the FIA must publicly share detailed information about why they were approved, including their scores and the reasons for the decision. This transparency rule ensures all other manufacturers know how the new competitor was evaluated.
No right of appeal
Power Unit (engine) manufacturers cannot appeal any FIA decisions made regarding their engine regulations and technical specifications. Once the FIA makes a ruling about PU rules, that decision is final with no opportunity for the manufacturer to challenge it.
Brake disc, disc Bell, and pad assembly
This rule covers the brake disc bell—the part that connects the wheel axle to the brake disc and pads. It includes any additional components like deflectors that are bolted onto this assembly. Teams must follow specifications for this critical braking component.
Brake calipers
Article 5B covers the brake caliper components that teams are allowed to use and how they can be manufactured. This includes the main caliper body, pistons, seals, quick disconnects, and electronic parts, plus the hoses, pipes, and how everything attaches to the car's suspension uprights.
Rear brake control system (BBW)
This rule covers the rear brake system in F1 cars, specifically the electronic brake-by-wire (BBW) technology that allows drivers to control rear braking electronically. It defines what components make up this system, including the master cylinder, electronic valves, and all the pipes and hoses that connect them together.
Brake master cylinder
This rule covers the brake master cylinder - the component that converts a driver's foot pressure on the brake pedal into hydraulic force to stop the car. It includes the push-rods that transfer pedal movement, the brake balance system that distributes stopping power, and any electronic components controlling these systems. All these parts must be securely attached to the survival cell (the car's main safety structure).
Definition of Automotive Manufacturer
To be considered an official Automotive Manufacturer in F1, a company must make at least one car model and have built at least 3,000 of that model in the previous 12 months. This rule ensures that only real car manufacturers—not just F1 teams—can use the manufacturer designation.
Definition of Core Activities
This rule defines what counts as 'core activities' for car manufacturers in F1. Essentially, it means the main business of designing, making, and selling cars—as officially defined by the International Standards Commission (ISC). This matters for F1 because it helps determine which companies qualify as automotive manufacturers under the regulations.
Collector
The collector is the system that gathers fluids (like fuel or coolant) in an F1 car. This regulation covers the collector assembly itself, any pressurization systems that might be fitted, the sensors that monitor fluid levels, filters, mounting brackets, and all the pipes and hoses connected to it.
Primer pumps, and flexible pipes and hoses
This rule covers the fuel system components that help get fuel from the tank to the engine, specifically the primer pump (which pressurizes fuel), the pipes and hoses connecting these parts, and the sensors that monitor fuel flow, pressure, and temperature. Teams must use FIA-approved equipment and proper connections between the pump, breakaway valve, and fuel flow meter.
Fuel Bladder
The fuel bladder is a special sealed container inside the F1 car that safely holds the fuel during the race. It's designed with safety features to prevent leaks and protect the driver in case of an accident.
Fuel system components not listed as OSC or SSC or LTC
The fuel bladder is a flexible container inside the fuel tank that holds the gasoline. It's a standard part that all F1 teams must use, and it's not classified as a special component that needs specific approval, meaning teams follow the basic fuel system rules for this part.
Fuel System Hydraulic Layout as described by schematic in article 6.6
This regulation defines the low-pressure part of an F1 car's fuel system - basically everything from where fuel enters the tank up to the point it goes into the high-pressure pump. It covers the pipes, filters, valves, and pumps that safely deliver fuel at lower pressures before it gets compressed for the engine.
Fuel tank pressure sensor and PRV
This regulation specifies the technical requirements for two critical safety components in an F1 car's fuel system: a pressure sensor that monitors fuel tank conditions and a Pressure Relief Valve (PRV) that prevents dangerous over-pressurization. Both components must be properly connected to the fuel bladder and positioned exactly as shown in the official diagrams.
Intake upstream of compressor inlet/VG
This article covers the regulations for the air intake system on an F1 car, specifically everything from where the air enters up to and including the air filter. Teams must follow strict design rules for this component to ensure fair competition and engine reliability.
Exhaust beyond turbine exit and WG exit
This rule covers the exhaust pipes and components that come after the turbo's turbine and wastegate exits. Teams must follow specific regulations about how these exhaust systems are designed, constructed, and attached using brackets, bolts, and other fastening hardware.
Breather system ducting
This rule governs the tubes and pipes that allow air to escape from the engine's breather system. These ducts must be properly designed and routed to a specific outlet point defined elsewhere in the regulations, ensuring consistent and safe venting of engine gases.
Wiring harnesses
This rule covers the wiring harnesses (electrical cables) that connect the power unit to the car but aren't normally part of the power unit itself. These are the car's own wiring looms that link the engine to various systems. The regulations ensure these connections are properly managed and don't give teams unfair advantages.
Studs for PU mounting
This rule specifies the studs (bolts/fasteners) that teams must use to securely attach the Power Unit (engine) to the car's Survival Cell (cockpit structure) or gearbox. These studs are critical safety and technical components that must meet F1 specifications to ensure the engine stays properly mounted during racing.
Boost pressure measurement devices
F1 cars use turbochargers to boost engine power, and the FIA must be able to measure this boost pressure to ensure teams aren't exceeding the allowed limits. This article establishes the official devices and procedures used to monitor and verify boost pressure during races and testing.
Lambda Sensor(s)
F1 cars must have lambda sensors that measure the air-fuel ratio in the engine exhaust to ensure proper combustion and emissions control. These sensors help teams optimize engine performance while staying within environmental regulations.
Fuel
F1 cars must use approved fuel that meets strict FIA specifications for safety and competitive fairness. Teams cannot add illegal additives or use fuel from unauthorized suppliers, and fuel must be checked and verified before and after races.
Hydraulic pump and accumulator
This regulation covers the hydraulic pump and accumulator system in an F1 car - essentially the fluid pressure system that powers various mechanical functions. Teams are allowed to use these components along with their associated electrical/electronic parts and mounting hardware as part of their power unit.
Hydraulic manifold, sensors & control valves
This regulation covers the hydraulic control system components that manage fluid pressure throughout the car, including the main manifold block and all valves that direct fluid flow. Teams must use approved servo valves, solenoid valves, filters, and electronic controllers mounted in specific locations on the car.
Pipes between hydraulic pump, hydraulic manifold & gearbox or engine actuators
This rule covers the hydraulic pipes and connectors that transfer fluid between the hydraulic pump, the control center (manifold), and various systems like the gearbox or engine actuators. It also includes pipes connected to cooling systems and actuators that aren't part of the gearbox, as well as power unit systems like brake-by-wire and power-assisted steering. Teams must use approved pipes, fittings, and quick-disconnect connectors in these locations.
Engine oil
Article 80 governs the specifications and requirements for engine oil used in F1 cars. Teams must use approved engine oils that meet specific technical standards to ensure fair competition and engine reliability across all competitors.
Hydraulic fluid
F1 teams must use approved hydraulic fluid in their cars' brake and suspension systems. The fluid must meet specific technical standards set by the FIA to ensure safety, reliability, and fair competition across all teams.
Engine Coolant
Article 82 covers the regulations for engine coolant systems in F1 cars. Teams must use approved coolant types and maintain proper cooling system specifications to ensure engines run at safe temperatures during races.
ERS Fluid
Article 83 governs the specification and use of fluids in the Energy Recovery System (ERS). Teams must use only approved ERS fluids that meet strict technical requirements to ensure fair competition and safety across all cars.
ICE Ballast
Teams can add extra weight (ballast) to their F1 car to meet the minimum weight requirement set by the FIA. This ballast must follow specific rules about where it can be placed and how it's secured to ensure safety and fair competition.
PU and spares for all Competitions in F1 World Championship plus 5000 km testing
Teams are allowed to have Power Units and spare parts for use during all championship races, practice sessions, and testing. Teams can test their current cars for up to 5000 kilometers total per calendar year without penalty.
Tyre Specifications
Pirelli is F1's sole tyre supplier. Each driver gets a fixed allocation per weekend: typically 13 sets of slicks (across soft, medium, hard), plus wet weather tyres. Teams must strategically use their allocation across practice, qualifying, and the race.
Primary heat exchangers
This rule defines what counts as a primary heat exchanger in an F1 car - basically the cooling system that keeps the engine from overheating. It includes the cooler itself, any electrical components attached directly to it, and all the pipes and fittings that connect everything together.
Secondary heat exchangers
Secondary heat exchangers are cooling systems that help manage excess heat in the car. They include the radiator unit itself, any electrical components attached to it, and all the pipes and ducts that deliver cooling air throughout the vehicle.
Legality Setup
Each F1 team must set up their car's front and rear suspension geometry in a specific way, with the wheels positioned at precise angles and heights relative to the car's body. The front wheels must be angled at -3 degrees and the rear at -1 degree to ensure consistency and fairness across all teams.
Suspension Width
F1 cars have maximum width limits for their suspension components. The front suspension must stay within 603mm from the centerline, and the rear suspension must stay within 525mm from the centerline when the car enters the technical inspection area after the race.
Sprung Suspension Requirement
Every F1 car must have a sprung suspension system, which means the wheels are connected to the chassis through springs and dampers. This requirement ensures cars have proper shock absorption and handling characteristics during races.
Suspension System Independence
Each car's front and rear suspension systems must work completely independently from each other. This means the suspension on one axle can only react to weight changes on that same axle's wheels, not be affected by what's happening at the other end of the car.
Suspension System Components
An F1 car's suspension system is split into two main parts: the outboard parts you can see (like the uprights, wheels, and bearings connected to the wheels) and the inboard parts hidden inside (the mechanical systems that allow the car to move up and down). Together, these components allow the car to stay connected to the track while absorbing bumps and maintaining control.
Powered Suspension Devices
Teams cannot use any motorized or powered systems that change how the suspension works during a race. This rule prevents teams from gaining unfair advantages by electronically adjusting their car's suspension setup while driving.
Suspension Adjustment While Moving
Teams cannot change any part of their car's suspension system while the car is moving on track. All suspension adjustments must only happen when the car is stationary in the pit lane or garage.
Suspension State Definition and Restrictions
Each suspension system on a car must be controlled only by the position and movement of two rockers (mechanical arms that connect the wheels to the suspension). Teams cannot use advanced systems like automatic ride height adjusters, energy-storing devices, or computerized switches that would give their car an unfair advantage by responding to track conditions or braking.
Outboard Suspension - Wheel Position Definition
As the suspension moves up and down, the wheel must stay pointed in essentially the same direction—it can't twist or angle more than 1 degree over a small 10mm movement. This ensures fair suspension geometry and prevents teams from getting sneaky advantages by using suspension that changes the wheel's angle.
Rear Suspension Member Attachment
F1 teams cannot attach any rear suspension parts directly to the engine/power unit. The suspension must connect to the car's chassis instead. This rule ensures the power unit isn't stressed by suspension forces and maintains consistent technical specifications across all teams.
Suspension Members
Each wheel suspension must have exactly six connecting rods/members linking the wheel assembly to the car's main body. At the front, one of these members must be connected to the steering system. Teams cannot have extra or redundant suspension parts beyond these six required members.
Suspension Members - Shared Attachment Points
If a suspension part has multiple attachment points (where it connects to the car), the FIA will imagine cutting it into separate pieces to check if each part follows the rules individually. This prevents teams from sneakily combining parts to get around regulations.
Suspension Member Attachment Point Locations
F1 teams must attach their suspension parts (like springs and dampers) at specific locations on the car's frame. These attachment points must be positioned outboard (toward the sides) of the car, above minimum heights set for each axle, and stay within a defined boundary. Special suspension members have stricter rules requiring them to be even further outboard and very close to the car's load line.
Front Axle Suspension Member Pairing
F1 teams must arrange six front suspension members into two separate pairs. Each pair's connection points at the chassis must be at least 300mm apart horizontally and positioned above a certain height. This design rule ensures structural integrity and consistent handling characteristics.
Suspension Member Structural Requirements
F1 suspension parts must be symmetrical and uniform in shape along their entire length, with their center of force staying very close to their structural centerline. This ensures the suspension behaves predictably and safely under the extreme forces experienced during racing.
Front Wheel Steering Angle Range
F1 cars must be able to turn their front wheels to specific angles: at least 23 degrees inward (toe-in) and 21 degrees outward. This ensures all cars have minimum steering capability for fair competition and safety.
Wheel Tethers
F1 cars must have flexible safety cables (tethers) attached to each wheel to prevent them from flying off the car if the suspension completely fails. These tethers are a critical safety device designed solely to keep the wheels attached to the vehicle during worst-case mechanical failure.
Suspension Member Attachment Strength
F1 teams must prove their car's suspension parts that attach to the main safety structure (behind a certain point on the chassis) can safely handle 25% more force than they're designed to withstand without breaking. This ensures the suspension won't catastrophically fail and damage the protective survival cell in a crash.
Inboard Suspension Rockers
Each wheel's suspension must use exactly one rocker arm connected to the car's main body. This rocker pivots on a fixed point and has no extra movement—it's a simple mechanical lever that transfers suspension forces from the wheel to the car's suspension system.
Rocker and Sprung Mass Connection Nodes
Suspension parts connect to the car's rocker and main body at specific points that allow movement in only one direction. These connection points can only have sensors attached—no other devices are allowed. This keeps the suspension simple and ensures fair competition.
Permitted Suspension Elements
F1 cars can only use springs that get progressively stiffer as they compress, and dampers that passively absorb bumps without active electronic assistance. This keeps suspension systems mechanical and predictable rather than allowing teams to actively adjust them during races.
Wheel Rim Design
Teams can modify wheel rims in specific areas: near the center for tire valve and sensor equipment, and on the outer edge for team branding. However, they cannot create passages that allow air to flow between different sections of the rim.
Wheel Rim Impact Test
F1 wheel rims must pass a specific impact test to ensure they're strong enough to handle the forces and potential collisions during a race. This safety requirement is defined in detail in Article C13.10 of the regulations.
TPMS Sensor
Every F1 car must have sensors that monitor tire pressure and temperature during the race. These sensors are supplied by an official FIA-approved manufacturer and must be installed in a specific way according to FIA technical documents.
Outboard Disc
F1 cars must have a ring-shaped disc on the outside of each wheel that fits snugly around the wheel rim (within 2mm). This disc can only be made from specific approved materials to ensure safety and standardization across all teams.
Tyre Supply
Teams must use Pirelli tyres exactly as they come from the factory without any modifications like cutting, grooving, or chemical treatments. The FIA can approve different tyre specifications only if the standard tyres aren't suitable for specific race conditions.
Tyre Specification
The tyre supplier (Pirelli) decides what tyres F1 cars use, but they need FIA approval. These specifications can't be changed during the season unless the FIA deems it necessary for safety reasons. Think of it as a locked-in agreement to keep competition fair.
Treatment of Tyres
F1 teams can only inflate their tires with regular air or nitrogen—no special moisture-removing processes allowed. Each wheel must have one sealed air chamber inside, and teams can only use blanket-style heaters to warm up their tires before and during the race.
Tyre Heating Systems Design Prescriptions
Teams can use electric heating blankets to warm up tyres before a race, but these blankets can only have heating elements on the outside surface and be divided into a maximum of three separately controllable temperature zones. All the equipment must be approved and registered by the FIA to ensure fairness and safety.
Wheel Attachment
Each wheel on an F1 car must be attached using just one fastener (bolt). That fastener can't be bigger than 105mm in diameter or longer than 75mm, and its only job is to hold the wheel to the car.
Wheel Fastener Devices
During qualifying and races, teams can only use compressed air, nitrogen, or electricity to power their wheel-changing equipment. Any sensors used must be passive (just monitoring) and cannot actively control or assist the wheel-changing process.
Wheel Fastener Retention
F1 cars must have a special two-stage safety system that keeps the wheel nuts secured in place. This system works both when the nut is fully tightened and also during the process of being screwed on, preventing wheels from coming loose during a race.
Dual Stage Device Test Requirements
F1 wheel nuts have a dual-stage design for safety. They must pass two strength tests: handling 20,000 Newtons of pulling force when completely loose, and resisting 300 Newton-meters of twisting force when partially tightened. This ensures wheels stay secure during races.
Fastener Visual Identification
F1 wheels use a two-stage fastening system, and the rules require that pit crew members can easily see if a wheel bolt or nut hasn't been properly installed. This visual check helps prevent dangerous wheel failures during races by making obvious mistakes immediately visible to the team.
Formula One World Championship
The FIA (motorsport's governing body) runs the Formula 1 World Championship, which is their property. The championship awards two titles each year: one to the best driver and one to the best team (constructor). It's made up of all the races on the F1 calendar throughout the season.
Brake Circuits and Pressure Distribution
Every F1 car must have one brake system with a single pedal that controls two separate circuits: one for the front wheels and one for the rear wheels. The rear brakes must be powerful enough to produce 2500Nm of torque on their own, without any help from the engine.
Brake Force Distribution
F1 cars must have balanced braking power on both sides of each axle. This means the left and right brake pads must push equally hard on the brake disc to slow the car straight without pulling to one side. Any system that creates uneven braking forces is not allowed.
Brake System Modification Restriction
Teams cannot use any motorized devices to automatically adjust or change how their brakes work during a race, except for the rear brake control system which is allowed. Basically, drivers must manually control their brakes—no fancy electronic gadgets can alter brake performance on the fly.
Brake System Changes On Track
Drivers can only adjust their brake system while racing by physically controlling the brake pedal or using the rear brake control system. They cannot pre-program or set automatic brake adjustments that happen without their direct input during the race.
Brake Callipers Definition
Brake callipers are the metal housings that squeeze the brake pads against the disc to slow down the car. They're located outside the main safety cell and are considered part of the regulated braking system. This definition specifically excludes the brake discs, pads, pistons, hoses, and fittings themselves.
Brake Calliper Materials
F1 brake calipers (the components that squeeze the brake pads onto the rotor) must be made from specific aluminum materials that are approved by the FIA. This regulation ensures all teams use safe, standardized materials while maintaining competitive fairness.
Brake Calliper Attachments
Teams can use a maximum of three attachment points to secure each brake calliper (the part that grips the brake disc) to the car. This limitation ensures standardization and prevents teams from over-engineering this component.
Brake Calliper Pistons
Each wheel in an F1 car must have one brake calliper (the device that grips the brake disc) with a minimum of 2 pistons and a maximum of 8 pistons working in opposing pairs. This regulation ensures teams have standardized braking systems while allowing some flexibility in design.
Calliper Piston Section
F1 brake calipers must have pistons with circular cross-sections. This ensures consistent braking performance and prevents unfair advantages from unconventional piston designs.
Brake Disc Installation
Each wheel on an F1 car must have one brake disc that spins at exactly the same speed as the wheel itself. This ensures the braking system works properly and safely.
Brake Disc Thickness
F1 brake discs cannot be thicker than 34mm. This maximum thickness limit ensures all teams use similar brake technology and prevents unfair advantages through larger disc designs. Thicker discs could dissipate heat better, giving some teams an unfair performance edge.
Brake Disc Diameters
F1 brake discs have strict size limits to ensure fair competition and safety. The front brakes use larger discs (325-345mm) to handle more braking force, while the rear uses smaller discs (260-280mm). Teams must stay within these measurements or face penalties.
Brake Disc Cooling Holes
F1 brake discs have tiny holes drilled through them to help cool the brakes during races. The FIA requires these cooling holes to be at least 2.5mm in diameter to ensure they're effective at dissipating heat and preventing brake failure.
Brake Pads
Each wheel on an F1 car must have either one pair or two pairs of brake pads that press against the brake disc from opposite sides. This ensures F1 cars have reliable braking performance throughout a race.
Wheel Locking Prevention
F1 cars are not allowed to have anti-lock braking systems (ABS) that automatically prevent the wheels from locking up. When a driver pushes the brake pedal, the car must allow the wheels to lock if the driver applies enough pressure—the driver has to manage this themselves through skill and feel.
Brake Pressure Increase Restriction
F1 teams cannot artificially boost the brake pressure beyond what the driver's foot applies to the pedal, with one exception: the rear brake system is allowed to increase pressure automatically. This ensures the driver has direct control over braking while allowing engineers to optimize rear brake performance.
Liquid Cooling
Teams are not allowed to use liquid cooling systems to cool their brake components. This means brakes must rely on air cooling or other approved methods to dissipate heat during races.
Rear Brake Control System
F1 cars can use an electronic system to boost rear brake pressure, but it can't exceed 1.2 times the force the driver applies to the brake pedal. This helps with braking performance while keeping the driver in control.
Supply of Brake Components
F1 teams must use brake components (discs, pads, calipers, master cylinders, and rear brake systems) that are supplied according to official specifications. These parts are classified as 'Open Source Components' (OSC), meaning all teams have access to the same specifications and suppliers.
Regulatory Framework
F1 is governed by four main rulebooks: the International Sporting Code (general racing rules), plus three F1-specific regulations covering technical specifications, sporting conduct, and financial matters. These documents are regularly updated and work together to ensure fair competition.
Survival Cell Homologation
The survival cell (the protective cockpit area around the driver) must be officially approved and certified by FIA according to specific safety standards outlined in Article C13. This ensures every car meets the same rigorous safety requirements to protect drivers.
Demonstration by Calculation
Teams must prove their car parts are strong enough using calculations, with a safety margin of 1.0 for metal components and composite materials. This means the parts must be able to handle the maximum expected stress without breaking. The FIA can ask teams to show their computer models and material testing data to verify these calculations.
Cockpit Opening
The cockpit opening (where the driver gets in and out) must be kept clear and unobstructed, except for essential items like the steering wheel, seat, and windscreen. Officials must be able to see the entire opening from above to ensure it meets safety standards.
Survival Cell Dimensions
The survival cell (the protective cockpit structure) must be one solid, unbroken unit with no holes or openings. It has specific minimum size requirements and must fit within defined front and rear boundaries to protect the driver.
Identification Transponders
Every F1 car's survival cell (the protective cockpit area) must have three official FIA tracking devices installed in specific locations as shown in technical drawings. These transponders are permanently fitted and must be easy for officials to check and verify.
Survival Cell Openings
The survival cell (the reinforced cockpit structure protecting the driver) must have a driver opening for entry/exit. Any other openings in this safety structure are strictly limited to only what's necessary for accessing mechanical parts, cooling systems, and electrical wiring, plus access to the rear ERS (energy recovery system) components.
Survival Cell Recesses
F1 cars are allowed to have small recessed areas in their protective survival cell (the cockpit structure). The side impact protection can have up to 8000mm² of recesses per side, while the roll structure can have up to 50000mm² of recesses. These recesses are only permitted for mounting safety equipment and mandatory components.
Structure Behind Driver
F1 cars must have protective structures behind the driver that separate the cockpit from the fuel tank, and these structures must be positioned outside the driver's defined cockpit area. Additionally, the head and neck support system must maintain at least 25mm of clearance from other car structures to protect the driver.
Chassis Datum Points
F1 cars must have precise reference points machined into their survival cell (the cockpit structure that protects the driver) so that officials can accurately measure and verify the car's dimensions and safety compliance during technical inspections.
Location of RV-PU-ERS
The upper part of the energy recovery system (ERS) battery cannot be positioned too far forward in the car. Specifically, any portion of the battery that extends above a certain height must stay behind a defined forward limit line. This rule ensures cars maintain proper weight distribution and safety standards.
Survival Cell Intrusion Specification
The sides and bottom of the car's survival cell (the protective cockpit area) must have special protective structures to prevent objects from piercing through during crashes. This protection is crucial for keeping the driver safe and preventing damage to the fuel tank.
Secondary Roll Structure (Halo)
The Halo (the protective structure around the driver's head) must be mounted symmetrically on the car with its front attachment point at a specific location and its rear mounting surfaces at a slightly higher position. This ensures the safety device is properly positioned to protect the driver in case of an accident.
Entry and Exit
Drivers must be able to quickly get out of their car in an emergency without removing anything except the steering wheel and headrest. They need to be able to remove the steering wheel and exit the cockpit in 7 seconds, then put the steering wheel back in 12 seconds total.
Helmet Position
The driver's helmet must be positioned within a specific zone when sitting normally in the car—the back of the helmet needs to fall between two measurement points (50-125mm from a reference line), and it must sit below an imaginary line connecting the roll structure points. This ensures the helmet is properly positioned for maximum safety protection.
Steering Wheel
The steering wheel must be positioned low enough in the cockpit so it doesn't stick up above an imaginary line between the secondary roll structure and a point below the main roll structure. It also needs to be set back at least 50mm from the front edge of the cockpit opening for safety reasons.
Internal cockpit volumes
This rule defines a protected space inside the cockpit where drivers sit and control the car. Only the steering wheel, pedals, seat, and safety padding are allowed in this zone—no other car parts can intrude into this area to keep the driver safe and comfortable.
Position of the Pedals
F1 teams must position their pedals within specific limits on the car. The frontmost pedal when not being used cannot stick out further forward than 315mm, and the brake pedal must be mountable as far forward as -1515mm. These measurements ensure consistent pedal placement across all cars.
Headrest
Every F1 car must have a headrest made of three padded sections that can be removed together as one unit. The padding must be made from material suitable for the temperature conditions and covered with a special laminate called PL-HEADREST to protect the driver's head.
Leg Padding
F1 drivers must wear extra padding on the sides and top of their legs to protect against injuries during crashes. This padding must be at least 25mm thick and made from a specific approved material to ensure it provides adequate protection.
Front Floor Structure
Cars must have a protective structure called the Front Floor Structure mounted underneath the main safety cell. This part is designed to absorb impact energy if the car hits the ground, and it should only break or deform during such collisions, not during normal racing.
Seat fixing and removal
F1 cars must have a removable seat that can be taken out quickly in emergencies. The seat can be held in place with a maximum of two fasteners, which must be easy to access and removable either by hand or with a simple 4mm hex key.
Driver Fit Information
Teams are allowed to share driver comfort and fit information with each other, such as seat design and steering wheel positioning. However, they cannot share how these parts are actually built or constructed—only the measurements and shapes that relate to fitting the driver.
Interpretation of and amendments to these Technical Regulations
This rule establishes that the English version of the Technical Regulations is the official reference document used to settle any disputes about rule interpretation. The section headings in the rulebook are just organizational tools and don't change what the rules actually mean.
Wheel Rim Impact Test
F1 teams must ensure their wheel rims can withstand a severe impact test where a 75kg weight is dropped onto the rim at high speed. If the rim cracks badly enough or the tire loses too much air pressure, the wheel fails and the team must use a stronger design.
General Principles
This article ensures every F1 car meets strict safety standards before it's allowed to race. The FIA checks and approves the car's safety structures through a formal process called homologation to make sure drivers are protected.
Impact Test Procedures
When F1 teams test how well their cars handle impacts (like crash testing), they must follow official FIA procedures. An FIA official must be present to watch, and all the measuring equipment used has to be checked and approved by that official first.
Survival Cell Frontal Impact Test
Before crash testing the cockpit (Survival Cell), teams must attach a special aluminum plate to the front of it. This 430mm x 430mm plate is bolted on through specific mounting points and helps simulate how the cockpit absorbs impact. The entire cockpit is then secured firmly to the testing equipment using engine mounting points.
Roll Structure Testing
The main roll structure (the safety cage protecting the driver) must pass two strength tests on the exact same structure. First, it's tested at 75% of maximum force (129kN), then at full force (172kN). Each test involves applying the load quickly (under 3 minutes) and holding it steady for 10 seconds to ensure it won't fail.
Secondary Roll Structure attachments
F1 cars must have a Secondary Roll Structure (an extra safety cage), and it undergoes two rigorous static tests. Engineers apply maximum force to the structure in under three minutes and hold it steady for five seconds to ensure nothing breaks or fails.
Forward Survival Cell Test
The F1 car's survival cell (the protective cockpit structure) must withstand a strong pushing force without breaking or bending too much. A 30,000 Newton force is applied through a small contact pad on the front section of the survival cell, and it must not deflect more than 5mm or show any structural damage.
Survival Cell Lateral Test
The survival cell (the protective cockpit structure around the driver) must withstand a sideways crushing force of 100,000 Newtons applied through a 200mm pad. The cell can flex slightly (up to 15mm), but must snap back to nearly its original shape (less than 3mm permanent bend) and cannot crack or break.
Survival cell floor test
The floor of the car's survival cell (the protective cage around the driver) must be strong enough to withstand a heavy downward force without breaking or permanently denting. Engineers test this by pressing down with a force equivalent to about 2.5 tons on a small circular area where the fuel tank sits, and the floor can only show tiny deformations that quickly disappear.
Cockpit floor test
The cockpit floor (where the driver sits) must be strong enough to withstand a heavy downward force of 75,000 Newtons (roughly 7.6 tons) applied to a specific point. After this test, the floor can only bend slightly—less than 3mm—and must not crack or break.
Cockpit rim tests
The FIA tests the cockpit rim (the edge around the driver's cockpit) to ensure it's strong enough to protect drivers. They apply a powerful sideways force equivalent to about 5 tons of pressure on a small 50mm area, and the rim must barely bend (less than 10mm) and snap back to its original shape when released.
Cockpit Side Test
F1 cars must withstand a strong side impact test to protect drivers. A large circular pad presses against the cockpit's side walls with 300,000 Newtons of force, and the car's structure must not break or bend more than 30mm. This ensures the survival cell keeps its shape during crashes.
Nose Push-off Test
The nose push-off test checks how strong an F1 car's nose is by pushing it sideways with huge force (92,000 Newtons) for 30 seconds to make sure it doesn't break. Teams must also calculate whether the nose can handle even more force (110,000 Newtons) to ensure safety during crashes.
Engine Separation
Teams must prove through testing and calculations that if the engine starts to break away from the car's safety cell, it won't cause the entire structure to fail dangerously. Engineers keep increasing the force on the engine mounts until they break, then repeat the test by removing each broken mount one at a time, until only two attachment points remain working.
Side Impact Structure Specification
Each F1 car must have two protective crash structures on both sides of the cockpit area to absorb impact energy during side collisions. These structures must be built to specific FIA standards and attached perpendicular to the car's centerline.
Side impact structure push-off calculations
F1 teams must prove through engineering calculations that the side protection structures on their cars can handle massive pushing forces from multiple directions at once. These structures need to withstand 40,000-60,000 Newtons of force pushing backward and forward, plus 35,000-27,000 Newtons of force pushing up and down.
Side impact structure push-off tests
The car's survival cell (cockpit) must withstand intense sideways pushing forces without breaking. Engineers test it by securing the cockpit to a flat surface and applying heavy loads from the side and below for 5 seconds to ensure the driver is protected in a crash.
Side impact structure squeeze tests
The car's side protection must withstand strong crushing forces (100,000 and 150,000 Newtons) applied simultaneously from both top and bottom for 5 seconds. If any part of the driver's protective cell breaks or becomes damaged during this test, the car fails and cannot race.
Front Impact Structure Specification
F1 cars must have a special shock-absorbing structure at the front that protects the driver's survival cell (the reinforced cockpit area). This structure is bolted on separately using at least four equally-strong attachment points arranged symmetrically to ensure balanced protection in a crash.
Front Impact Structure Homologation
F1 teams must submit two identical front impact structures (the crash protection parts at the front of the car) for safety testing. Each one goes through push-off tests first, then different dynamic crash tests. If a car fails these crash tests, the FIA can allow them to test again.
Front Impact Structure Push-Off Tests
The front wing must survive three pushing tests to ensure it's strong enough for racing. Teams push on the wing with specific forces from different angles to make sure it won't break or fail during a race, protecting the driver and keeping the car safe.
Front Impact Structure Dynamic Tests – General Requirements
F1 teams must test their car's front bumper by crashing a 900kg test structure into a wall at controlled speeds. The impact forces are carefully measured to ensure the car's safety structures work properly without experiencing extreme deceleration forces that could harm a driver.
Front Impact Structure Dynamic Test 1
The Front Impact Structure (FIS) must be able to absorb a high-speed crash by slowing the car down significantly. When hit at speeds over 17 meters per second (about 38 mph), the front structure must decelerate the car at more than 2.5 times the force of gravity, and at least 150mm of the front structure must remain intact after the impact.
Rear Impact Structure Test
F1 cars must have a rear bumper that can safely absorb impacts. The test simulates a 50kg object hitting the car at 10 meters per second, and the car's structure must slow down the impact gradually without exceeding 25g of force. This protects drivers and other cars in collisions.
Steering Column Impact Test
F1 teams must prove their steering column can withstand a heavy impact without causing dangerous deceleration to the driver. A weighted ball is fired at the steering column at high speed, and the steering must remain safe and functional after the test.
Headrest Load Test
F1 seats must have a headrest that can withstand a significant load test to protect drivers' necks in crashes. The test applies a force based on the headrest's weight, and the headrest must stay securely attached without breaking or coming loose during this stress test.
Dangerous construction
The stewards can ban a car from racing if they think it's unsafe or poorly built. If they spot a safety problem during practice, qualifying, or the race, they can stop that car from competing right away without waiting.
Fire Extinguishers
Every F1 car must have a fire extinguisher system that meets strict safety standards and is designed to put out fires in the cockpit area. The driver manually activates it by pulling a trigger while sitting in the car with their safety harness fastened, and both the extinguisher bottle and its mechanism are housed safely within the survival cell.
Rear view mirrors
F1 cars must have two rear view mirrors positioned symmetrically (one on each side) to help drivers see behind and to the sides of their car. The reflective mirror surface must fit within the official mirror body and cannot be blocked by any part of the mirror structure itself.
Mirror Reflective Surface Specifications
F1 cars must have mirror reflective surfaces that are 200mm wide and 50mm tall. These mirrors need to have smooth, curved surfaces (not dented or concave) with a minimum curve radius of 400mm, and they must be angled between 24-28 degrees toward the inside of the car for proper visibility and safety.
Rear lights
Every F1 car must have three red rear lights that drivers can turn on and off. These lights must be made by FIA-approved manufacturers and positioned correctly so they're clearly visible from behind the car.
Wheel Tethers
Each wheel must be attached to the car with three safety cables called tethers that meet strict FIA standards. These tethers are designed to catch a wheel if it detaches during a crash, preventing it from flying into the crowd or other cars. The cables must be strong enough to absorb significant energy while keeping the force on attachment points under control.
Rear Impact Structure Tether
The rear of the car has a safety tether that connects the rear impact structure to the gearbox. This tether must be strong enough to withstand significant forces and meet specific size requirements to keep critical parts from detaching during crashes.
Safety Harnesses
Every F1 car must have a safety harness that meets FIA safety standards (8853-2016) to keep the driver secure during the race. The harness must be installed correctly according to the manufacturer's instructions and securely attached to the car, using only approved models from the official Technical List.
Driver Cooling System
F1 cars must have a cooling system to keep drivers comfortable in the cockpit. The system either needs to remove at least 200 watts of heat when it's 40°C outside, or store enough thermal energy to cool the driver throughout the race. The cooling fluid used must be environmentally friendly and can only be air, water, or special salt/glycol solutions.
Lateral Safety lights
F1 cars must have two safety lights on their sides (one on each side) that are made by an FIA-approved manufacturer. These lights need to be positioned in a specific area and must be clearly visible from both the front and side angles of the car so other drivers and officials can see them.
Driver's Drink System
Every F1 car must have a drink system that holds between 1 and 1.5 litres of liquid to keep the driver hydrated during the race. This system is mandatory and must be positioned in a specific location near the cockpit area of the car.
Compliance with the regulations
F1 cars must follow all the technical rules throughout the entire season. If a team is unsure about a rule or wants to try something new, they can ask the FIA (Formula 1's governing body) for clarification before using it.
General Principles - Permitted Materials
F1 teams can only use specific materials approved by the regulations when building their cars (excluding the engine). These materials must be ones that you can actually buy commercially - teams can't use secret or custom-made materials that no one else can get.
Metallic Materials - Not Used for Additive Manufacture
F1 teams can use various strong metallic materials like aluminum, titanium, and special superalloys to build car parts, but these materials must not be made using 3D printing (additive manufacturing). This rule ensures teams use traditional manufacturing methods for these specific metals.
Metallic Materials Used for Additive Manufacture
F1 teams can use 3D printing (additive manufacture) to create certain metal parts for their cars. The allowed metals include aluminum alloys, titanium alloys, steel alloys, and copper-based superalloys. However, the final printed part must weigh at least 60% of its original printed form—meaning teams can't remove too much material after printing.
Permitted Polymer Composite Materials
F1 teams can use various advanced composite materials (combinations of resins and reinforcing fibers) to build their cars, with specific limits on carbon fiber strength and density. This rule ensures all teams use similar quality materials while allowing flexibility in how they construct their vehicles.
Specific Prohibitions and Restrictions
F1 teams cannot use shape memory materials or 3D-printed parts containing beryllium in their cars, as these materials are too advanced or potentially harmful. There are also restrictions on using expensive precious metals and certain specialized metal alloys unless they're specifically approved.
Suspension Upright Materials
F1 teams can only use specific high-performance materials for suspension uprights - these include certain aluminum alloys, titanium alloys, aluminum composites with reinforcement, or 3D-printed titanium. This ensures all teams use similarly advanced but regulated materials, keeping the competition fair.
Materials, processes and construction – General (Components inside the PU Perimeter)
F1 engines have strict material restrictions to keep competition fair and costs controlled. Teams cannot use certain lightweight or exotic materials like magnesium alloys, metal matrix composites, or materials with too much platinum and similar rare elements unless they have special permission from the FIA.
Prohibited Materials on Power Unit
F1 power units cannot use certain high-tech or exotic materials that would give unfair advantages or pose safety risks. This includes super-strong alloys, rare metals, and extremely dense materials that go beyond what the regulations allow.
Coating Restrictions
F1 teams can apply protective coatings to car parts, but they can't be too thick—either a quarter of the part's thickness or 0.8mm maximum, whichever is smaller. Fancy metals like gold and platinum have even stricter limits at just 0.035mm, and graphene coatings are banned entirely.
Exceptions to Ceramic Restrictions
While F1 teams generally can't use ceramic materials in their cars, there are two specific exceptions: ceramics can be used for electrical and thermal insulation purposes, and they're allowed for heat-resistant coatings on the outside of the exhaust system. This keeps teams from gaining unfair advantages while still allowing necessary safety and performance features.
Piston Materials
F1 engine pistons must be made from specific iron-based alloys that are approved by the FIA. These four specific material grades (AMS 6487, 15cdv6, 42CrMo4, and X38CrMoV5-3) are chosen for their strength and durability to withstand the extreme pressures and temperatures inside an F1 engine.
Piston Pin Manufacturing
Piston pins in F1 engines must be made from iron-based alloy and carved from a single solid piece of material. This ensures consistent quality and prevents teams from using composite or welded constructions that could provide unfair advantages.
Connecting Rod Construction
F1 connecting rods must be made from a single solid piece of iron or titanium alloy without any welding or joining, except for the bolted cap at the big end and the pressed-in bush at the small end. This ensures structural integrity and prevents teams from using unauthorized assembly methods to gain advantages.
Crankshaft Manufacturing
F1 crankshafts must be made from iron-based alloy and cannot be welded where the main bearing journals connect front to back. Teams can use tungsten-based material for the counterweights that help balance the crankshaft's rotation.
Camshaft Manufacturing
F1 camshafts must be made from iron-based alloy and carved from a single piece of material. Teams cannot weld different parts together to create the camshaft, ensuring all engines use consistently manufactured components.
Valve Materials and Construction
F1 engines are allowed to use special high-performance materials for their exhaust valves, specifically titanium-aluminum alloys or special iron-based alloys that can handle extreme heat. Teams can also make these valves hollow inside to reduce weight, and this special valve design gets exemptions from some other engine regulations.
Reciprocating and Rotating Components
This rule specifies what materials can be used for moving parts in the engine like pistons and rotating shafts. Most of these components must be made from traditional materials like iron-based alloys or ceramics, not advanced composite materials. The exception is for clutch discs and seals, which have different material rules.
Static Component Materials
F1 engines must have their main metal parts (crankcases, cylinder heads, and covers) made from aluminum or iron-based alloys. Teams can repair damage using composite or metallic materials, but repairs are limited to 100 square centimeters and 3mm thickness. All bolts and fasteners must be made from approved materials.
Exhaust System Materials
F1 cars must use exhaust pipes made from iron or nickel-based metals. These materials are chosen because they can withstand the extreme heat produced by the engine's exhaust gases without breaking down.
Compressor Housing Materials
F1 teams can make compressor housings (part of the turbo engine) from a special aluminum alloy that contains up to 2.5% lithium by weight. This is a specific exemption that allows this higher lithium content compared to the normal restrictions that apply to other engine components.
Compressor Wheel Materials
F1 engines can use compressor wheels made from aluminum-based alloy with up to 2.5% lithium content, or titanium wheels without any lithium restrictions. This rule controls the materials used in the turbocharger to maintain competitive balance while allowing some material flexibility.
Additive Manufacturing in Exhaust
F1 teams are allowed to use 3D printing (additive manufacturing) to make certain parts of their exhaust system, but only in three specific zones: where the exhaust starts (primary stub/flange), where pipes merge together (3-into-1 element), and where the exhaust connects to the turbo charger. Each zone has size limits to ensure fairness.
Energy Recovery System Casings
F1 cars' energy recovery systems (which harvest power from braking and engine heat) must have their metal casings made from aluminum-based alloys. There's one exception: the cooling base plate for the power electronics can be made from a metal matrix composite material instead.
Energy Storage Devices Material Exemptions
Energy storage devices (like the battery and capacitor systems in F1 cars) are allowed to use special materials like magnesium and ceramics that are normally restricted elsewhere on the car. This exemption gives teams more flexibility in designing efficient power systems without worrying about the usual material limitations.
New systems or technologies
If a team invents a clever new system or technology that isn't explicitly mentioned in the rulebook but the FIA approves it, they can only use it for the rest of that season. Once the season ends, that innovation is no longer allowed unless it becomes an official part of the regulations.
Fuel and Engine Oil Purpose
This rule ensures that the fuel and engine oil used in F1 cars are actually real fuel and oil, not some special concoction that gives teams an unfair advantage. The FIA wants to make sure these materials are what everyone normally understands them to be.
Advanced Sustainable Fuels Requirements
F1 fuel must be made entirely from advanced sustainable sources that are certified and tracked separately from regular fuel. The fuel must meet strict environmental standards for reducing greenhouse gas emissions, and teams cannot mix sustainable fuel with traditional fuel or use co-processing methods.
Fuel Injection Requirements
Teams can only use officially approved fuel in their engines. The fuel injectors must spray only this sanctioned fuel into the combustion chamber. This rule ensures all teams use the same quality fuel and prevents performance advantages through fuel manipulation.
Oxidant Source
F1 engines can only use regular air from the atmosphere to burn fuel—no special oxidants or additives are allowed. This ensures all teams use the same basic ingredient, keeping the competition fair and preventing teams from gaining unfair advantages through exotic fuel mixtures.
Engine Oil Function Definition
Engine oil in F1 must do its normal job—keeping the engine running smoothly by lubricating parts, reducing wear, and keeping things cool. It's strictly forbidden from doing anything extra like improving fuel performance or boosting combustion, which would be cheating.
Components Requiring Engine Oil Lubrication
F1 engines have several critical components—the main engine, turbocharger, and electric motor systems—that all need special approved oil to run properly and stay protected. Teams can't use just any oil; it must meet F1's strict specifications to ensure fair competition and engine reliability.
Fuel Properties Specifications
F1 fuel must meet strict quality standards to ensure fair competition and engine reliability. The fuel has specific requirements for octane rating (RON 95.0-102.0), energy content (38.0-41.0 MJ/kg), density, and limited amounts of additives like methanol (max 3.0%) and oxygen (6.70-7.10%). These specifications prevent teams from gaining unfair advantages through fuel composition.
Fuel Composition Requirements
F1 fuel must follow strict composition rules to ensure fairness and safety. The fuel can contain limited amounts of certain compounds like aromatics and olefins, but is banned from containing substances that could react explosively on their own. These rules prevent teams from using specially-engineered fuels that could give them an unfair performance advantage.
Permitted Oxygenates
F1 fuel can only contain specific types of alcohol-based additives (called oxygenates) to boost performance. These additives must be simple alcohol compounds that boil below 210°C to ensure they burn properly in the engine and meet environmental standards.
Non-Sustainable Additive Package Allowance
F1 fuel can include special additives and denaturants (chemicals that make fuel unsuitable for other uses) up to a maximum of 1% of the total fuel weight. These additives must serve a genuine purpose related to either improving fuel performance or preventing misuse.
Fuel Approval Requirements
Before F1 teams can use fuel in races, the fuel supplier must get official approval from the FIA. This involves meeting strict technical standards, providing samples for testing, proving the fuel is sustainable and environmentally responsible, and confirming it won't damage the car's fuel system components.
Fuel Competition Authorization
Teams cannot use any fuel in their F1 cars during races or practice sessions without getting official written permission from the FIA first. This ensures all fuel meets safety and technical standards before being used in competition.
Fuel Sampling at Competition
The FIA takes fuel samples from F1 cars during competitions to ensure the fuel meets the official specifications and rules. This is done following a specific documented procedure to maintain fair competition and technical compliance.
Fuel Density Verification
F1 fuel must have consistent density (thickness/weight) throughout the season. Teams can't use fuel that's more than 0.15% different from what was approved before the season started. This prevents teams from gaining an unfair advantage by using different fuel mixtures.
Fuel Conformity Testing
The FIA tests fuel samples from F1 cars using a scientific method called gas chromatography to make sure they match the approved fuel specification. Small differences due to fuel evaporation are allowed, but the FIA can always do additional testing if needed.
GC Peak Area Variation Limits
F1 fuel must have consistent chemical composition across batches. If certain chemical compounds vary too much between fuel samples (more than 12% difference) or appear in significant amounts where they shouldn't be, the fuel fails inspection and the team faces penalties.
Duty of Competitor and PU Manufacturer
Teams are responsible for making sure their F1 cars follow all the rules at every moment of the race weekend. This responsibility includes the engine manufacturer, who must also prove their power unit meets all regulations. If something breaks the rules, both the team and the engine supplier can be held accountable.
Component Classification
Formula 1 has seven different categories for car components, each with different rules about where teams can source them and whether they can be shared. Every part on an F1 car falls into one of these categories, which determines how much control a team has over that component and whether other teams can use it.
Technical Partner Requirements
A Technical Partner must be a company connected to the F1 team, can only work with one F1 team at a time, and must be the team's only Technical Partner. The team has to declare this partnership when entering the championship and get approval from the FIA.
Technical Partner
A Technical Partner is a company or organization that works with an F1 team to provide technical support, expertise, or components for the car. This regulation defines what qualifies as an official technical partnership within F1 teams.
Technical Partner Definition
When an F1 team has an approved Technical Partner (like an engine supplier or chassis manufacturer), they're legally treated as one combined entity rather than separate companies. This means the team and their technical partner share responsibility for following the rules.
Component Definition
When F1 regulations refer to a 'component,' they're not just talking about individual parts—they also mean complete assemblies made up of multiple parts working together. This means teams can't get around the rules by swapping out individual pieces if the whole assembly needs to be changed.
Personnel Movement Restriction
F1 teams cannot shuffle their staff members between teams or use outside companies as a middleman to get around the personnel rules. Essentially, teams must follow the regulations directly without trying to sneakily move people around to break the spirit of the rules.
FIA Information Request
The FIA can ask F1 teams to share information about their cars and operations for safety reasons or to help improve future rules. When teams share this information, it's kept confidential and protected.
Intellectual Property Restrictions
Teams are not allowed to share or steal secret technical information from each other that could give them a performance advantage on track. This keeps competition fair by ensuring each team develops their own solutions independently.
Safety and Reliability Claims
F1 teams are responsible for making sure their cars are safe and reliable. This rule means a team can't blame other parties (like rival teams, suppliers, or the FIA) for safety or reliability problems that are actually their own responsibility.
Shared Test Facilities
F1 teams can share expensive testing equipment like wind tunnels and dynamometers to reduce costs, and they can share how the equipment operates. However, each team keeps their own test results secret and can only use their own data. Teams must tell the FIA about any sharing arrangements.
Specialist Supplier
A Specialist Supplier is a company approved by the FIA to provide specific components or services to F1 teams under regulated terms. These suppliers are designated for particular parts or systems where standardization or control is needed to maintain fair competition.
Listed Team Components Definition
Listed Team Components are special F1 parts that each team must design, build, and own entirely by themselves. A team cannot share the design, manufacturing, or ownership of these components with another F1 team or outside company.
LTC Usage Requirements
F1 teams can only use car components (LTCs) that they designed themselves. They can hire other companies to help with the detailed engineering and actual building of these parts, but the team must be the only one allowed to use them and they must meet all the technical requirements.
Reverse Engineering Prohibition
Teams cannot copy other teams' car designs by taking photos, 3D scans, or using other imaging technology to recreate them. The FIA investigates if a design's similarity to another team's car comes from illegal copying or from teams independently developing the same idea.
LTC Information Transfer Prohibition
Teams cannot share any information about their car's aerodynamic components (called the LTC - Low Downforce Configuration) with other teams. This includes technical data, designs, drawings, computer simulations, or analysis tools, whether they share it directly or through a middleman.
LTC Ownership Requirements
F1 teams must own and control their own Learning and Technical Control (LTC) systems and data exclusively. However, teams can use general-purpose software tools and components that are commercially available to everyone, as long as these aren't specifically banned LTC components.
Standard Supply Components Definition
Standard Supply Components are parts that the FIA (motorsport's governing body) requires all teams to use. These parts are made by an official supplier and every team gets exactly the same component at the same price and on the same terms—no advantages for any team.
SSC Reclassification
If a team's special supplier contract (SSC) falls through or ends, the FIA can reclassify that supplier into a different category (like local teams, trade regulated, or other types) and apply new technical rules accordingly. This ensures competitive fairness when supplier arrangements change.
SSC Modification and Safety
F1 teams cannot modify the safety cell (SSC) components unless they're very minor changes that are officially allowed. If a team finds any safety, reliability, or compatibility problems, they must tell their supplier and the FIA right away. Only in special situations can the FIA approve modifications.
SSC Mandatory Usage
Teams must use the SSC (Safety Systems Component) as designed and cannot disable, replace, or work around it with other parts. The only exception is if the FIA specifically approves a different component in very unusual situations.
SSC Information Restrictions
F1 teams are not allowed to share secrets about their single-seater car (SSC) performance or technical methods with other teams, and they also can't receive such information from competitors. This applies whether the sharing happens directly (face-to-face) or indirectly (through third parties).
Transferable and Free Supply Components Definition
F1 allows teams to buy certain car components from other teams or suppliers. These components come in two types - Transferable and Free Supply - and both must follow the same technical rules. This lets smaller teams use better parts without having to design and build everything themselves.
TRC/FSC Supply Provisions
This rule explains how teams that supply parts to customer teams must do so fairly. If a supplier team doesn't give a customer team certain components, they have to follow the same rules as regular teams, except for one special exception. Teams that aren't in a supplier-customer relationship must follow standard equipment rules.
TRC/FSC Ownership
The team that supplies a TRC (Traction Control Relay Component) or FSC (Front/Fuel System Component) must own and control all the rights and data associated with it, but they're allowed to supply these components to other teams in the championship.
TRC/FSC Identical Supply Requirement
When a team supplies engines or gearboxes to customer teams, they must be the exact same parts they use themselves—no special versions made just for other teams. However, customer teams are allowed to make changes to smaller sub-components if they've done the research and development work.
TRC/FSC Outsourcing
Teams are allowed to outsource the design, engineering, and manufacturing of their front and rear wing components to outside companies, as long as the work follows the technical regulations outlined in section C17.1.9. This means teams don't have to do all this work in-house.
TRC/FSC Ownership and Third Party IP
Teams must fully own and control their tire and fuel systems technology. However, they can use off-the-shelf software and parts that are commercially available to all teams - they don't have to build absolutely everything from scratch.
Third Party TRC/FSC Supply
Independent companies that aren't connected to any F1 team can supply certain car components (like tire wear sensors or fuel system components) to teams, as long as they offer the same parts to other teams on fair and equal business terms. This prevents any team from getting special treatment or exclusive access to better components from outside suppliers.
TRC/FSC Information Restrictions
Teams can only share basic technical information about their steering and fuel systems with other teams that's needed to make the cars work together. They're not allowed to share secrets about how to make their cars faster or details specific to certain race tracks.
TRC/FSC Financial Information
When a team supplies parts or services to another team (like an engine supplier to a customer team), they must share all financial information needed to prove they're following FIA rules. This ensures transparency and prevents unfair financial advantages.
Open Source Components Definition
F1 has a system where certain car designs and technology are made available to all teams equally. Some of these components are Open Source Components (OSC) that teams can use freely, while others are Not Transferable Open Source Components (OSCNT) with more restrictions on how they can be shared or modified.
OSCNT Transfer Prohibition
Teams cannot share or trade their OSCNT (a specific technical component) with other F1 teams, whether directly or indirectly through a third party. This rule ensures fair competition by preventing teams from circumventing regulations through back-channel deals.
OSC/OSCNT First Year Designation
When a team uses a new standardized component (OSC/OSCNT) for the first time in a season, they must submit the design of the equivalent part they used the previous year by July 15th. This helps F1 verify that the new component is a fair replacement and maintains competitive balance.
OSC/OSCNT Server Access
All teams must store their car designs for the OSC (Open Source Computing) and OSCNT systems on servers provided by the FIA, rather than keeping them private. This ensures every team can access the same design specifications and compete fairly. Think of it like all teams sharing the same reference library so no one has a hidden advantage.
OSC/OSCNT Specification Upload
When F1 teams design new onboard systems or modify existing ones, they must upload the technical specifications to an official FIA server following specific procedures. This ensures the FIA can review and verify that all systems comply with the sport's technical regulations.
OSC/OSCNT License Grant
When an F1 team creates or modifies a part or design in the open-source categories (OSC or OSCNT), they must allow all other teams to freely use and modify that design without paying royalties. This means the innovation is shared across the entire grid, promoting equality and reducing costs.
FIA Open Source Component Licence
F1 teams must agree to the FIA's Open Source Component Licence (FOSCL) before they can access certain servers or use specific licensed software and technology. Think of it as teams signing a legal agreement that allows them to use shared F1 technology while following FIA rules.
Third Party IP in OSC/OSCNT
When teams submit their car specifications (OSC/OSCNT documents), if they include parts or technology from other suppliers, they must declare it. Other teams can only use these supplier parts if they get written permission from the supplier. Some sensitive details can be kept private as long as the supplier is identified.
OSC/OSCNT Version Declaration
F1 teams must tell the FIA which version of their steering control systems (OSC/OSCNT) they're using on their car. This information is then shared with all other teams so everyone knows what technology each competitor has.
OSC/OSCNT Responsibility
Each F1 team is fully responsible for setting up and running their onboard steering control (OSC) or steering control without telemetry (OSCNT) system. If a team experiences any problems with these systems, they must immediately report the issue to the FIA and share that information with all other teams through an official server.
OSC Supply Between Teams
F1 teams are allowed to supply Onboard Systems Components (OSCs) to other teams, but only if they're using the exact same specification. These supplies are controlled by the Technical Regulations Committee rules, though those rules won't prevent teams from meeting their OSC obligations.
Power Unit Component Classifications
F1 power unit components are divided into four categories based on how much teams can customize them. Most components are 'Listed' by default, meaning they're heavily regulated. The other three categories (Standard Supply, Open-Source, and Defined Specification) have different rules allowing varying levels of innovation or standardization.
Business as Usual Exception
This rule allows companies and associates of F1 teams to conduct normal business activities like buying other companies or making investments that have nothing to do with Formula 1 without breaking the regulations. Basically, teams and their owners can still do regular business deals outside of F1.
PU Manufacturer Definition
When F1 talks about a 'Power Unit Manufacturer,' it doesn't just mean the main company—it also includes any partner teams, suppliers, or outside organizations working with them or doing work on their behalf. If any of these connected entities help develop or provide results that end up being used by the manufacturer, they're considered part of the manufacturer under the rules.
Component Definition
When the F1 regulations talk about a 'component,' they're not just referring to individual parts—they also mean complete assemblies or groups of parts working together as a unit. This means a single assembled system (like a complete gearbox or suspension assembly) counts as one component under the rules.
Personnel Movement Restrictions
F1 power unit manufacturers cannot move employees between competing manufacturers to get around the technical regulations. They also can't use outside companies as a middleman to accomplish the same thing indirectly.
FIA Information Sharing
The FIA can ask power unit manufacturers to share technical information with them when it's needed for safety purposes or to help design future F1 rules. Any information shared this way is kept confidential and protected.
Intellectual Property Transfer Restrictions
Power unit manufacturers are not allowed to share their secret technology and designs with other power unit manufacturers, or copy technology from their competitors. This rule keeps the competition fair by preventing teams from getting unfair advantages through sharing confidential information.
Breach of Article C18 Definition
Power unit manufacturers can't share secret technology or knowledge with each other or outside companies, and they can't buy competitors' companies to gain unfair advantages. If they do, the FIA can punish them to keep the sport fair.
Safety Responsibility Consistency
Power unit manufacturers who are responsible for engine problems, compatibility issues, or reliability failures cannot publicly make statements that contradict or deny their responsibility. If a PU manufacturer caused an issue, they must be consistent in acknowledging that responsibility rather than shifting blame elsewhere.
Test Facilities Sharing
Power unit manufacturers can share testing facilities with their competitors, but only if those facilities are available to everyone on equal terms. They must set up safeguards to prevent one team from learning the other's secrets, and any intellectual property developed remains the exclusive property of the manufacturer who created it.
Listed Power Unit Components Definition
Listed Power Unit Components (LPUC) are specific engine parts that must be designed and manufactured by a single F1 power unit manufacturer. These components are controlled entirely by that manufacturer and cannot be outsourced to other suppliers.
LPUC Usage and Outsourcing
F1 engine manufacturers must build their own power units, but they're allowed to hire outside companies to help with research and development work. However, they need to keep full control of the F1 technology and can't outsource to other F1 engine makers.
LPUC Information Transfer Prohibition
Power unit manufacturers are not allowed to share information, designs, or technical knowledge about their power units with other manufacturers. They also can't hire consultants from competing manufacturers or copy performance improvement methods from rivals. This rule keeps competition fair by preventing manufacturers from gaining unfair advantages through information sharing.
Third Party Breach Liability
If a Power Unit manufacturer's engine secrets are leaked through a third party (like a supplier or contractor), the FIA will consider what steps the manufacturer took to prevent or fix the problem when deciding on penalties. Basically, if you tried your best to stop the leak, you might face lighter consequences than if you did nothing.
LPUC Intellectual Property Ownership
Power Unit manufacturers must own and control all the technical information about their engines. However, they can use specialized parts or services that are commercially available to everyone else, so no team gets an unfair advantage by having secret suppliers.
Standard Supply Power Unit Components Definition
Standard Supply Power Unit Components (SSPUCs) are specific F1 engine parts that are made by an official FIA supplier and given to all teams on exactly the same terms. This ensures fair competition by preventing any team from getting better components than others.
SSPUC Configuration Options
The FIA allows teams to use different versions of the SSPUC (a technical component) to fit their cars properly, but the supplier must keep these variations as similar as possible to maintain fairness. This flexibility accounts for different car designs while preventing unfair advantages.
SSPUC Supplier Failure Reclassification
If the FIA's chosen supplier for a specific F1 part (SSPUC) can't deliver or the deal falls through, the FIA can change that part's classification to a different category (LPUC, OSPUC, or DSPUC) and update the technical rules accordingly. This ensures the sport can continue smoothly even if a supplier arrangement breaks down.
SSPUC Installation and Modification
Teams must use the standard F1 brake system (SSPUC) exactly as it comes from the manufacturer without making changes. If they find any problems with how it works or safety concerns, they need to tell the FIA immediately. Only in very rare situations will the FIA allow teams to modify it.
SSPUC Mandatory Use
Teams must use the official SSPUC (a safety system component) as designed and cannot bypass or replace it with their own solution. The FIA can only allow different parts in rare, special cases.
SSPUC Information Transfer Prohibition
Power unit manufacturers are not allowed to share technical information, data, or performance secrets about their hybrid power systems (SSPUC) with other manufacturers, and they can't receive such information from competitors. This rule keeps engine development competitive and prevents teams from gaining unfair advantages through shared technology.
Open-Source Power Unit Components Definition
Open-Source Power Unit Components (OSPUC) are specific parts of F1 engines where the design plans and technical information must be shared with all teams. This levels the playing field by preventing one manufacturer from keeping their best engine secrets hidden from competitors.
2022 Championship OSPUC Upload
Power unit suppliers competing in the 2022 F1 season must upload digital files showing the design of their OSPUC (Oil, Sump and other Power Unit Components) that were actually used during the championship to the FIA server by December 31, 2022. This ensures transparency and allows the FIA to verify that teams complied with technical regulations throughout the season.
OSPUC Information Transfer Prohibition
F1 engine manufacturers are banned from sharing technical information, data, or performance secrets about their power unit with other manufacturers. They also cannot receive such information from competitors. This rule ensures fair competition by preventing manufacturers from gaining unfair advantages through shared knowledge.
OSPUC Designated Server
F1 teams must store their power unit design specifications on a server controlled by the FIA that all engine manufacturers can access. This ensures transparency and allows the FIA to verify that teams are following the technical rules fairly.
OSPUC Design Specification Upload
Power unit manufacturers must upload their design specifications to an official FIA server whenever they create a new power unit or make changes to an existing one. This ensures the FIA can review and verify that all designs meet F1 regulations.
OSPUC Licensing
When a power unit manufacturer designs or changes a standard power unit component (OSPUC), they must allow all other manufacturers to freely use and modify that design. This means no one can monopolize these parts, keeping competition fair and giving everyone access to the same technology.
OSPUC Server Access Terms
Power unit manufacturers who want to access the official FIA servers or use open-source power unit components must agree to follow the FIA's Open-Source Power Unit Component Licence terms. This is a legal agreement that sets the rules for how they can use this technology.
OSPUC Third-Party Intellectual Property
If a team wants to use technical documents (OSPUC) that contain information owned by a supplier or other company, they need written permission from that third party first. The documents must clearly identify which suppliers provided the parts and include enough detail so other teams could order and install the same components if needed.
OSPUC Version Declaration
Every F1 engine manufacturer must tell the FIA which version of their power unit control software (OSPUC) they're using in their cars. The FIA then shares this information with all the other teams so everyone knows what technology everyone else is running.
OSPUC Installation Responsibility
Each team is completely responsible for making sure their OSPUC (a technical system) is installed correctly, works properly, and is safe. If anything goes wrong with it, the team must tell the FIA and other teams right away.
OSPUC Legacy Design Upload
When a car part becomes restricted (OSPUC) for the first time in a season, the team must upload their design from the previous year to the official server by July 15th of that previous year. This creates a record of what the design looked like before the restriction was put in place.
Defined Specification Power Unit Components Definition
DSPUCs are specific Power Unit parts that the FIA (Formula 1's governing body) has set exact technical rules for. These parts are either made by the engine manufacturer or supplied by outside companies, but in either case, the FIA controls what they can look like and how they must work.
DSPUC Supplier Eligibility
Power Unit manufacturers can supply their DSPUC (Disabled Secondary Power Unit Component) to other teams, but only if they follow all the rules and treat everyone fairly by offering the same components on equal terms to all manufacturers.
DSPUC Specification Changes
The FIA can change the specifications for the DSPUC (a technical component) at different times during the rule-making cycle, but they need approval from the teams. Changes made well in advance need 50% of manufacturers to agree, while changes made closer to the season need 75% agreement to ensure fair notice.
DSPUC Supplier Specifications
All F1 teams must buy the same standard parts from official suppliers at the same price. These parts can't change for two years, except when the FIA approves updates to make them more reliable or cheaper.
DSPUC Supplier Application
Companies that want to supply certain F1 car parts (called DSPUCs) must submit a complete application to the FIA by January 1st of the year before they want to supply them. The FIA then has 30 days to review and decide whether to approve the supplier or not.
DSPUC Information Transfer Prohibition
Power unit manufacturers are completely banned from sharing technical information, data, or secrets about their hybrid power systems with other teams. They also cannot receive such information from competitors. This rule keeps the competition fair by preventing manufacturers from helping each other develop faster engines.
List of LPUC, SSPUC, OSPUC and DSPUC
This regulation lists all the different Power Unit components and how they're classified and grouped together. If a component is part of an assembly, it follows that assembly's rules unless the regulations specifically say otherwise.
Coordinate systems and conventions
F1 uses a standardized 3D coordinate system to measure and define car dimensions and component positions. Think of it like a GPS grid on the car itself: the X-axis runs front-to-back, the Y-axis runs left-to-right, and the Z-axis runs bottom-to-top. This ensures all teams and officials measure things the same way.
Principal Planes
F1 cars are measured using invisible reference planes to ensure they meet size and position regulations. The main planes are a horizontal line at the bottom of the car's suspension and a vertical center line running down the middle. Additional planes mark specific locations along the car's length for measuring different components.
Fundamental Dimensions
F1 cars have strict width limits - no part of the car (except wheels and tires) can extend more than 950mm from the centerline of the car. Additionally, the distance from the front wheel to the rear wheel (wheelbase) must not exceed 3400mm. These measurements ensure all cars stay within similar dimensional boundaries.
Reference Volumes and Surfaces
F1 cars must fit within specific three-dimensional spaces and shapes defined by the rulebook. These 'reference volumes' are like invisible boxes and surfaces mapped out around the car using a standardized coordinate system, and the FIA uses them throughout the regulations to check if cars are legal.
Precision of Numerical Values
When F1 regulations set numerical limits (like maximum weights or minimum dimensions), those exact numbers are the boundaries—no rounding or negotiation allowed. Whether a rule says 798kg or 798.5kg, teams must meet that precise specification.
Aerodynamic Components or Bodywork
Aerodynamic components and bodywork are all the parts of an F1 car that touch the air flowing around it. This includes wings, ducts for cooling and air intake, and heat exchangers—basically anything exposed to the airflow that helps the car go faster or stay cool.
Front Wing Profiles
The front wing's main body must fit within a defined 3D space and can have up to three separate sections. When you look at the car from above, the front wing must completely cover an invisible reference profile line. This ensures all teams design wings within technical boundaries while maintaining aerodynamic fairness.
State of Deployment
The State of Deployment is the period during which a driver actively adjusts their car's bodywork away from its normal position (like adjustable wings or flaps) using a control in the cockpit, monitored by the car's computer system. It ends once the bodywork returns to its standard position.
Front Wing Auxiliary Components
Teams can add several small support components to the front wing, such as brackets, fairings, and linkages that help with adjustment and aerodynamics. However, these parts must be positioned and used in specific ways according to the rules, and teams can only have a limited number of each type.
Front Wing Bodywork Group
This rule defines what counts as the 'Front Wing Bodywork' in F1. Once all the individual front wing parts mentioned in the previous rules are built and assembled together following the regulations, that complete assembly is officially called the Front Wing Bodywork. It's essentially the rulebook's way of saying 'here's where the front wing ends and is considered complete.'
Front Wing Endplate Body
The front wing endplate (the vertical piece at the wing's edge) must fit within a defined space and can have up to two distinct sections when viewed from the side. The curved surfaces must have smooth radiuses - outer curves can't be tighter than 5mm, and inner curves can't be tighter than 100mm - to prevent sharp edges that could be unsafe or provide unfair aerodynamic advantages.
Front Wing Outboard Footplate
The front wing's outer footplate (the part that extends outward) must fit within a specific 3D boundary. In the lower section of the wing, it can have up to two separate pieces at any height, and in the rear section, it can have up to two separate pieces at any depth.
Front Wing Inboard Footplate
The inner part of the front wing (where it connects to the car's body) must fit entirely within a specific defined space called RV-FWEP-IFP. This rule ensures teams don't extend this section beyond the allowed boundaries to gain an aerodynamic advantage.
Front Wing Endplate Diveplane
The front wing endplate diveplane (the small winglet below the main wing) must fit within a specific box-shaped space defined by F1 regulations. The curved surfaces on this part must have smooth, gradual curves - with a minimum radius of 5mm for outward curves and 50mm for inward curves - to ensure safe aerodynamics.
Front Wing Endplate
The front wing endplate is the vertical piece at the edge of the front wing that helps control airflow. It must be made from a single solid piece with no gaps or overlaps, and if you can see it from the side, it needs to be at least 10mm thick to ensure it's strong enough.
Front Wing Pylon
The front wing pylons (the support structures connecting the wing to the car) must fit within a specific 3D zone and have strict size limits. At any height on the car, the pylon can't exceed 6000 mm² in area and must be no thicker than 35mm when measured side-to-side.
Front Wing Strake
The front wing strake is a small aerodynamic device on the front wing that must fit within a specific box-shaped boundary and can have at most two separate sections when viewed from the side or top. This rule ensures all teams use similarly sized strakes and prevents unfair aerodynamic advantages.
Front Wing Assembly
The front wing must be constructed as one solid piece made from the wing profiles, endplate, pylon, and optional strake without any overlapping parts. When you look at the car from underneath, the wing elements must completely hide the pylon support structure.
Rear Wing Profiles
The rear wing must fit within a specific design area and can have up to three separate sections. It cannot have inward-curving surfaces visible from underneath, and any inward curves visible from above must have a minimum radius of 100mm to ensure safety and fair aerodynamic performance.
Rear Wing Endplate Body
The rear wing endplate (the vertical part at the edge of the wing) must fit entirely within a specific boundary box defined by regulations. It can have up to two distinct sections when sliced horizontally, and from the side view, it must completely hide the rear wing support structure behind it.
Rear Wing Brace
The rear wing brace (the support structure connecting the rear wing to the car) must fit within specific size dimensions and cannot have any sharp curves or corners—all curves must have a minimum radius of 100mm. This ensures the structure is strong, safe, and maintains fair competition.
Rear Wing Pylon
The rear wing pylon (the support structure holding up the rear wing) must fit within a defined space and can't be too wide or thick. The main body of the pylon is limited to 5000 mm² of area in any horizontal slice, though there's a small exception near the exhaust pipe where it can be slightly larger.
Rear Wing Assembly
The rear wing is made up of several components (wing profiles, endplates, braces, and pylon) that must fit together as one solid piece with no overlapping or gaps. Think of it like a puzzle where all the pieces must align perfectly without any parts sticking through each other.
Rear Wing Adjuster System
The rear wing flap can be adjusted by rotating it around a fixed horizontal axis (aligned with the car's width). When the car is in corner mode (high downforce setting), this axis must be hidden inside the rear wing structure and completely invisible when looking at the car from below.
Upper Bodywork to Floor Bodywork Assembly
The upper bodywork (sidepods, engine cover) and floor must fit together smoothly at their connection point. Any part of the engine cover that would stick out below the floor must be removed. The join between these two sections can only have one curve, and any rounded edges at this junction can't exceed 50mm in radius.
Tail Bodywork to Floor and Upper Bodywork Assembly
F1 cars must have their rear wing and bodywork pieces fit together neatly with no gaps. Teams can use slightly rounded edges (up to 25mm curves) where different bodywork sections meet, but everything must be properly aligned and trimmed to fit precisely.
Front Wing Bodywork to Nose Bodywork Assembly
The front wing and nose of an F1 car must fit together smoothly and neatly. Teams can use small rounded corners (up to 25mm) where they meet, but the front wing can't overlap or intersect with the nose except in specific allowed areas.
Rear Wing Bodywork to Tail Bodywork Assembly
The rear wing and tail section of the car must fit together smoothly with no gaps. Teams are allowed to use small rounded edges (up to 10mm curves) where these parts meet, but everything must be neatly trimmed and aligned.
Transparent Windscreen
Teams are allowed to install a small transparent windscreen on the front of the cockpit opening to protect the driver. This windscreen must be very thin (no thicker than 3mm) and has strict size limits to maintain safety and visibility standards.
Antennae and Pitot Tubes
F1 cars can have antennae and pitot tubes (devices that measure air speed) mounted on the top of the car's survival cell in front of the cockpit. These are allowed to stick up above the front body of the car to function properly.
Secondary Roll Structure Fairing
Teams can attach fairings (protective covers) to the secondary roll structure or cameras, but these fairings must fit within the HALO area, have smooth curves with no sharp edges (minimum 2mm radius), and can only connect to the front bodywork with a gentle fillet no larger than 10mm.
Ducts and Primary Heat Exchangers
The cooling ducts and heat exchangers inside an F1 car must be completely hidden from view from any angle looking at the car from the side (perpendicular to the car's length). This is checked with the bodywork in place but before any air openings are added.
Slip Sensor
Teams can install a slip sensor (a device that measures tire grip) and its protective cover underneath the front of the chassis in a designated area. The curved surfaces that touch the air must form smooth, single curves from any viewing angle to maintain aerodynamic efficiency and fairness.
Wheel Components General Principles
F1 teams must have all required wheel bodywork components installed and in the correct groups before they make any cosmetic adjustments or modifications. The FIA checks that everything is properly fitted before teams are allowed to proceed with trimming, combining, or other finishing work.
Drum
F1 cars must have drum-shaped bodywork covers on the front and rear wheels built to specific technical specifications. These drums need a continuous seal around the axle to prevent air leaks, and can optionally have a flexible seal where the drum meets the wheel rim.
Lip
The front and rear lip sections of an F1 car must fit within specific defined areas and can have up to two distinct sections when viewed from the side or top. All lip surfaces must be smooth with no sharp curves (minimum 20mm radius) and must be clearly visible from the sides of the car.
Scoop
F1 cars must have front and rear scoops (air intake channels) that fit within specific defined areas and have smooth curves. The aerodynamic surfaces of these scoops must be clearly visible from the inside of the car and have no sharp corners with curves smaller than 20mm.
Rear Drum Deflector
The rear drum deflector is a piece of bodywork on the car's rear that must fit within a specific shape boundary. It can have up to two separate sections when viewed from different angles, and any curved surfaces must have smooth, gentle curves (at least 50mm radius) rather than sharp bends.
Front Drum Front Deflector
The front drum deflector is a small piece of bodywork at the very front of the car that helps direct air flow. It must fit within a specific box-shaped space (150mm long, 45mm wide, 25mm tall) and can be made of up to two separate sections to help manage airflow around the front wheels.
Front Drum Rear Deflector
The front drum rear deflector is an aerodynamic part on the rear of the car that's created by combining specific components and shaping them according to FIA rules. This part must have curved surfaces that meet exact specifications depending on where they're positioned on the car to ensure fair competition.
Drum Deflector Stay
F1 cars can have up to three small support structures (stays) in the front that hold the drum deflector, each no thicker than a 20mm cylinder. The rear has one stay that must fit within specific dimensions defined by the rulebook. These stays keep aerodynamic components stable and in the right position.
Wheel Auxiliary Components
Teams can add up to three optional support brackets (Hangers) to their front wing that connect specific parts together. The front and rear protective guards that catch debris must stay within defined size limits (maximum 8mm² cross-sectional area) and fit within allowed zones.
Scoop to Drum
This rule defines how F1 cars can shape the bodywork where the air scoop meets the drum (a cylindrical aerodynamic component). Teams can blend these two parts together with a smooth curved edge, but that curve can't be sharper than a 20mm radius.
Lip to Scooped Drum
This rule allows teams to shape the outer wheel bodywork by combining and trimming the drum (the curved part) and lip (the edge) components. The curved transitions between these parts can't be sharper than 20mm radius. Teams can also trim and adjust the front drum deflector, hangers, and debris guard with specific curved transitions allowed.
Rear Drum Deflector to Rear Outboard Wheel
Teams must blend the rear wheel, drum deflector, and support stay together into one smooth, connected piece called the Rear Wheel Bodywork Assembly. They can use small rounded edges (up to 10mm radius) where parts meet, but the final result must form a single, unified structure with no separate components.
Front Drum Rear Deflector to Front Outboard Wheel
Teams must attach the front drum deflector stay (a structural support piece) to both the front wheel and the rear deflector drum, creating one complete assembly. They can smooth the joints with rounded edges up to 10mm to improve aerodynamics and safety.
Internal Cooling Ducts
Teams can use special internal cooling ducts to cool their cars, but these ducts must stay within a defined drum-shaped area and air flowing through them must pass through a specific plane (called YW = -50). There's also a limit to how much air can flow into this cooling drum to prevent teams from gaining unfair advantages.
Nose Aperture
The nose of an F1 car must have an opening (aperture) for air intake that fits within specific dimensions and positioning rules. This opening can be at most 750mm² in area, must only allow air to flow inward, and must be located entirely in the front section of the car ahead of a defined reference point.
Cockpit Entry Aperture
The cockpit opening (where the driver gets in and out) must be positioned within a specific location on the chassis and cannot be larger than 175,000mm² when viewed from above. Engineers measure this with the car's roll protection structure removed to get an accurate reading.
EC Louvre Cooling Aperture
Teams can have a louvre-style cooling opening on the engine cover to help dissipate heat, but it's limited to a maximum size of 150,000mm² and can only allow air to flow outward. When viewed from directly above, the rear louvre must be completely hidden from sight, and teams cannot move or shift its position.
EC Y25 Cooling Aperture
Teams can have a cooling opening on the engine cover in a specific area near the rear of the car, but it can't exceed 30,000mm² in size. The opening must be positioned inboard (toward the center of the car) and can only let air flow outward, not inward. Additionally, the RS-EC component must remain completely hidden from the side view of the car.
EC Rocket Aperture
F1 teams can have small exhaust outlets (called 'rocket apertures') on the engine cover to help with aerodynamics. These holes must be no bigger than 100,000mm² total and positioned toward the rear of the car, with a maximum of two holes allowed on each side.
R-Tyre Sensor Aperture
Teams must have an opening (aperture) on their car's floor or engine cover to accommodate the tire sensor, which measures tire performance data. This opening can be no larger than 1500mm² and must be completely hidden from underneath the car when the floor panel is installed.
RSU IB Aperture
Teams can have small openings (called RSU IB apertures) on the engine cover in a specific location to let air escape. Each opening can be no bigger than 12,000mm² and there's only one allowed per suspension member or driveshaft. The opening must be compact, with no point stretching more than 200mm away from any other point.
R-Scoop Inlet Aperture
The rear wing scoop has a small opening (maximum 10,000mm²) where air can enter. All the air that comes in through this opening must exit through the rear scoop outlet, with only tiny amounts of accidental leakage allowed. This ensures proper aerodynamic flow and prevents teams from gaining unfair advantages.
R-Scoop Outlet Aperture
The rear scoop's outlet opening (where air exits) must be no larger than 10,000mm² and positioned in a specific location on the car - behind a certain point lengthwise and above a minimum height. Air can only flow out of this opening, not in, helping teams manage aerodynamics and cooling efficiently.
RIS Outlet Aperture
Teams can have an opening on the rear wing's exhaust system (called the RIS outlet) to release air, but it's strictly limited in size to 3,250mm² maximum. This opening must be positioned in a specific location on the tail section and can only allow air to flow outward, not inward.
Cockpit Cooling Aperture
Teams can have a small opening in the cockpit area to cool the driver, but it's limited to 3000mm² in size and must be positioned in a specific location on the car's chassis. All air flowing through this opening must go directly into the survival cell (the driver's protective compartment).
Driver Cooling Aperture
F1 cars must have a driver cooling aperture (air vent) positioned within a specific area of the car's bodywork. This vent can be rotated slightly (up to 10 degrees left or right) and has a maximum size of 1500mm², designed to direct cool air toward the driver to prevent overheating during races.
FW SLM Actuator Aperture
Teams are allowed to have small openings (apertures) in the front wing or nose for the steering linkage mechanism that moves the wing. These openings have strict size limits and can only rotate within a 10-degree range in each direction to prevent unfair aerodynamic advantages.
FW Adjuster Aperture
Teams are allowed to have a small adjustable opening on the front wing or nose cone to make aerodynamic adjustments during the race. This opening must fit within a 20mm box in all directions, cannot be rotated, and cannot exceed 200 square millimeters in total area.
FSU IB Aperture
Teams can have up to two small openings (apertures) in the nose and front chassis area for the Fuel System Unit Inlet Box. These openings must fit within specific size dimensions (90mm x 10mm x 30mm) and when viewed from the side, no part of the opening can be more than 100mm away from any other part.
F-Scoop Inlet Aperture
The front wing's air scoop inlet opening must be between 50-200mm² in size and can only pull air in (not push it out). Almost all the air that enters through this inlet must exit through the front scoop outlet, with only tiny amounts of unavoidable leakage allowed.
F-Scoop Outlet Aperture
The F-Scoop outlet is a small opening on the front of the car that lets air escape. It can't be bigger than 15,000mm² (about the size of a large postcard), must be positioned behind a certain point on the car, above a minimum height, and stay at least 18cm away from the car's centerline.
Floor Auxiliary Aperture
Teams are allowed one small opening in the floor of their car, located in a specific area, that can only allow air to flow upward into the car. This opening cannot be larger than a postcard and must be positioned in the front portion of the floor.
Sidepod Inlet Aperture
The sidepod inlet (the air intake opening on the side of the car) has a maximum size of 80,000mm² and must be positioned in a specific location on the sidepod. The inlet can only draw air in, not expel it, and must sit entirely above a certain height threshold on the car.
Suspension Fairings General Requirements
F1 teams must cover most of their suspension parts with fairings (protective shells) to reduce drag and improve aerodynamics. These fairings need to be completely sealed inside so air can't flow through them, except for suspension parts that are already round in shape.
Suspension Fairing Coverage and Rigidity
F1 cars must have fairings (covers) around their suspension parts that are exposed to the air. These covers must be completely rigid with no moving parts, and they must be positioned in the front section of the car (before a specific measurement point called XR = 300).
Suspension Fairing Cross-Section Requirements
F1 suspension fairings (the covers around the suspension components) must be symmetrical in shape and relatively compact. They have a maximum width of 100mm and can't be too elongated—the longest dimension can't be more than 3.5 times the shortest dimension.
Suspension Fairings Shared Attachment Points
When two suspension fairings (aerodynamic covers over suspension parts) share an attachment point, they can be designed together as one piece. Teams are allowed minor exceptions to normal shape rules at the junction where they connect, and can cut out holes where the actual suspension components need to pass through.
Driveshaft Fairing
Teams can add a protective cover around the driveshaft (the shaft that transmits power to the wheels) to reduce air resistance. This fairing must completely cover the driveshaft and any parts attached to it that are exposed to airflow, and it must be sealed internally so air doesn't flow through it.
Rear Wing Bodywork Flexibility
The rear wing must be rigid and can't bend more than 6mm or twist more than 1 degree when the FIA applies heavy downward forces to test its strength. This rule ensures teams can't use flexy wings to gain an unfair aerodynamic advantage.
Rear Wing Flap Flexibility
The rear wing flap can only bend a tiny amount (7mm maximum) when a 500N force is pushed backward on it. This test is done at a specific height and width on the wing to ensure teams aren't using overly flexible flaps that could give them an unfair advantage.
Rear Wing Mainplane Trailing Edge
The rear wing's front blade can only bend a maximum of 3mm when a 200N force is applied to it during testing. This ensures teams don't create flexible wings that gain unfair aerodynamic advantages by flexing under race conditions. The connecting adapter piece must be compact and precisely sized.
Rear Wing Endplate Flexibility
The rear wing endplates (the vertical pieces at the ends of the rear wing) can only bend a maximum of 10mm when the FIA pushes on them with a specific 50-Newton force during testing. This prevents teams from using overly flexible wings that could change shape during racing to gain an unfair advantage.
Rear Wing Skins
F1 rear wings must be rigid enough that their outer surfaces don't bend more than 2mm when a suction cup applies a pulling force to them. This test ensures wings stay stable and maintain their aerodynamic shape during races, preventing teams from using flexible wings as an unfair advantage.
Additional Diagnostics
The FIA can require F1 teams to add special colored markers to their cars and install additional cameras in specific locations during practice sessions to help with technical monitoring and diagnostics. These cameras don't count as part of the car's official bodywork.
Bodywork Flexibility General
F1 cars must have bodywork that doesn't flex too much when tested with a special device. The test device pushes down on the car's body at a specific location, and the car's panels can only bend a maximum of 15mm under normal pressure or 20mm if pushed to one side.
Front Wing Flap Flexibility
F1 front wing flaps are tested to ensure they don't flex too much during cornering. When engineers push down on the flap with a force equivalent to about 13 pounds using a rubber pad, the flap's trailing edge can only bend a maximum of 10mm (less than half an inch). This prevents teams from gaining unfair aerodynamic advantages through excessive flap movement.
Front Wing Endplate Flexibility
The front wing endplate (the vertical part at the edge of the wing) can only bend a maximum of 7mm when officials push down on it with 60 Newtons of force. This test ensures teams aren't using overly flexible wings to gain an aerodynamic advantage.
Front Floor Flexibility
The front floor of an F1 car must flex in a controlled way when pushed upward. Teams test this by applying force to a specific point on the floor - it must bend at least 6mm when 6000 Newtons of force is applied, but can't flex more than 15mm or handle more than 8000N of force without breaking the rules.
Outboard Floor Flexibility
F1 cars have flexible floor edges, but they can't bend more than 8mm downward when 500 Newtons (about 50kg) of force is applied to each side. Teams test this by gradually loading weights and measuring the deflection to ensure the floor stays within limits.
Central Floor Flexibility
The FIA tests the flexibility of the car's floor (the flat bottom) by pushing down on it with special pads in specific areas. The floor must be stiff enough to resist this pressure - it can't bend too much, or the car gets penalized. This rule prevents teams from making floors that flex too much, which could give them an unfair advantage.
Floor Board Flexibility
The floor of an F1 car must be rigid and stable. When tested with weights pushing down on it, the floor can only bend a maximum of 5mm in the middle section, and no more than 7mm around the edges. This ensures all cars have similar, predictable aerodynamic performance and safety.
Diffuser Flexibility
The FIA tests if the floor (the bottom of the car) flexes too much during races. They push down on it with weights to make sure it stays rigid and doesn't bend more than 5mm in the main area or 7mm on the winglets. This prevents teams from cheating by making bendy floors that could gain an unfair advantage.
Front Wing Endplate Construction
Front wing endplates must be made from a special anti-splinter laminate material to keep them safe. Any metal parts or fasteners that hold the endplate together must be positioned at least 30mm back from the very front edge, and nothing can be designed in a way that could injure other drivers.
Secondary Roll Structure Fairings
The fairings that cover the secondary roll structure (the protective bars around the cockpit) must be made from a specific material called PL-HALO laminate. This ensures the protective equipment meets F1's safety standards.
Floor Construction
F1 teams can use metal parts on their car's floor, but these parts can't be sharp or dangerous to other drivers. The race officials can tell a team to change or remove any metal components that could injure competitors or damage their cars.
Bib Construction
Teams can use flexible materials or thin layers in specific parts of the floor bib (the front wing endplate area) that sits below 150mm in height. This flexibility is allowed specifically to let the floor move slightly when it makes contact with the ground due to the plank assembly, rather than being completely rigid.
Closed Aerodynamic Fairing
Teams can add a small aerodynamic cover (fairing) at certain trailing edges where parts meet, but it must blend smoothly into the car's body and stay within very specific size limits. This prevents teams from hiding illegal aero modifications under the guise of a 'fairing.'
Pressure Tappings
F1 cars are allowed to have tiny holes (maximum 2mm diameter) on their surface to measure pressure from internal sensors. These holes must be perfectly flush with the car's body and can only connect to pressure sensors or be completely sealed off. This prevents teams from using them for aerodynamic advantages.
Section and Article Titles
This rule clarifies that the titles and headings used throughout Article C3 (which covers technical regulations) are just organizational labels and don't have any official regulatory meaning. Only the actual text of the regulations matters, not their section names.
Digital legality checking
The FIA checks if F1 car parts are built to the correct shape and size using computer models (CAD). Teams must follow the exact design specifications without extra tolerance (wiggle room), except for tiny rounding errors that happen naturally in computer design.
Physical legality checking
During races, F1 officials measure cars to make sure they match the approved designs. Because it's impossible to manufacture parts perfectly, they allow small measurements differences of up to 3mm. For certain critical parts like wings and the floor, they're even stricter with position tolerances of just 2mm.
Datum Points
F1 cars must have special optical target points (datum points) mounted on them so that officials can precisely measure the car's dimensions and position using cameras. These reference points must be easy to access without taking apart the car's body panels, though they can be covered with tape or removable covers for aerodynamics.
Supports for Scrutineering
F1 cars must have 4 lifting pads (small circular platforms) firmly attached to the car's main structure or engine parts. These pads are used during technical inspections to safely lift and support the car, and they must be positioned in specific locations with precise measurements to ensure proper handling.
Bodywork part of the sprung mass of the car
F1 teams can only use specific bodywork parts that are attached to the car's sprung suspension system. The FIA checks if these parts are legal using a standard measurement system before teams add finishing touches like paint or decorative elements.
Wheel Bodywork
Teams can only use specific wheel covers and decorative parts that are officially approved by F1. These parts are measured and positioned using a special wheel coordinate system to ensure they meet the exact technical specifications.
Suspension Fairings
Teams can only use suspension fairings (aerodynamic covers) that are specifically approved in the rulebook. These fairings are measured and checked against the actual suspension parts they're attached to, not against other reference points.
Hanger
A 'hanger' is a small connecting piece of bodywork that bridges two separate parts of the car. It must stay within a specific allowed zone, be firmly attached to the car, and connect two parts that don't already touch each other.
Floor Body
The floor of an F1 car must fit within a specific defined area and completely hide the power unit and differential from underneath. It can have up to two separate sections when sliced horizontally at any height.
Floor Corner
This rule allows teams to add special corner bodywork at the floor edges that doesn't have to follow normal floor restrictions. However, this corner piece must fit within a defined boundary zone and can only have a limited number of sections or layers in different directions—up to 3 sections going front-to-back, 4 sections going side-to-side, and 2 sections going up-and-down.
Floor Bodywork Assembly
The floor of an F1 car is made up of several components (main floor, bib, leading edge, fences, boards, and winglets) that must be combined into one solid piece without overlapping sections. Teams can use small rounded edges (up to 25mm radius) where pieces meet, but the floor must function as a single unified structure.
Floor Bodywork Group
This rule defines what counts as the car's 'floor bodywork' - basically, once all the individual floor components listed in the previous articles are properly built and assembled together, that complete assembly is officially called the Floor Bodywork Group. It's like saying 'these are all the parts that make up your floor, and when put together, we call it this.'
Floor Auxiliary Components
Once a team has finalized their floor design, they're allowed to add extra supporting components to help hold the floor together. These include up to three stays, up to eight hangers, and a few other small structural pieces—all without needing special approval under the main floor rules.
Floor Foot
The floor's outer edges (the 'foot') must stay within allowed boundaries when viewed from above, completely hide a specific reference area underneath, and can only have up to two separate sections at any height level. Think of it as keeping the floor's perimeter neat and structured without creating too many layers.
Floor Sidewall
The floor sidewall (the side edge of the floor) must fit within a defined boundary shape and can have up to two distinct sections when viewed from the side or top. This prevents teams from creating complex, multi-layered designs that could provide unfair aerodynamic advantages.
Main Floor
The main floor is created by combining three floor parts (the body, foot, and sidewall) into one solid piece. It can have rounded corners up to 30mm and must completely hide the sidewall from the side view. Think of it as the car's flat bottom that helps with aerodynamics.
Floor Board
The floor of the car must fit within a specific boundary box and can have up to three distinct sections. Any aerodynamic parts visible from the side behind a certain point must angle forward (not backward) and have smooth curves with a minimum 100mm radius to prevent sharp edges.
Floor Bib
The floor bib is the bodywork around the floor area that must fit within a specific boundary and be fully visible from above or below. Additionally, any aerodynamic surfaces in this area cannot have sharp inward curves when viewed from below, and any inward curves visible from above must have a minimum radius of 50mm to prevent extreme concave shapes.
Floor Leading Edge Device
The floor's front edge device is a small aerodynamic component that must fit within a specific boundary and can have up to five different sections. The part must be at least 4mm thick in its upper area and have smooth curves with no sharp bends (minimum 2mm radius) to prevent damage and ensure safety.
Floor Winglet
Teams can add small winglets to the floor of their car that stick out from the sides. These winglets can be slightly angled (up to 5 degrees) and moved a tiny bit side-to-side (up to 10mm) to help fine-tune how air flows around the car. They're a special exception to the normal floor rules and can have up to two different sections stacked vertically.
Floor Fence
The floor fence is a bodywork element that must fit within a specific box-shaped boundary (450mm long, 40mm wide, 200mm tall) and follow the RV-FLOOR-FENCE reference surface. It needs to be clearly visible when viewed from above or below, and can have up to two separate sections when cut through any horizontal plane.
Plank Assembly
Every F1 car must have a plank (a wooden board) fitted underneath that touches the track surface. This plank must be built to exact specifications and have three specific holes drilled through it. The plank helps the FIA monitor if teams are running their cars too low, which could give them an unfair aerodynamic advantage.
Plank
The plank is the flat protective board under the car that must be made of specific materials with controlled density to ensure safety and fair competition. It can be a solid piece or have hollow pockets, but these pockets must follow strict location and thickness rules to maintain structural integrity.
Skids
Teams can attach wear-resistant skid material to the bottom of the car's plank (floor) around three holes. The front hole must use a metal skid made from specific titanium or stainless steel alloys, while the middle and rear holes can optionally have metal skids. All metal skids must be precisely machined from solid material without any additional processing.
Plank and Skid Mountings
F1 cars must use strong steel bolts (at least M6 size, grade 12.9 or 10.9) to attach the plank and skid blocks to the chassis. Different skid configurations require different numbers of bolts in specific locations, and all bolts must be positioned close together to ensure the plank stays securely attached during the race.
Engine Cover
The engine cover must fit within a defined boundary box and can have up to two distinct sections when viewed from above. From the side, it must completely hide the underlying structure. Additionally, any curved surfaces on the outer parts of the engine cover must have smooth, gradual curves—convex curves need a minimum 75mm radius and concave curves need at least 50mm radius to prevent sharp edges.
Rear Bodywork Assembly
The rear bodywork of an F1 car (the sidepods and engine cover) must form one continuous, solid shape with no gaps, overlaps, or disconnected sections. Think of it like clay that's been molded into one unified piece rather than separate parts stuck together.
Rear Bodywork Group
This rule simply defines what counts as the 'Rear Bodywork' of an F1 car. It's basically saying that once all the individual rear body parts (covered in the previous articles) are assembled together following the regulations, that complete assembly is officially called the Rear Bodywork. Think of it as the final definition after all the construction work is done.
Tail
The rear wing and tail section must fit within a defined three-dimensional space called RV-TAIL. When looking at the car from underneath, the tail must be completely hidden behind the floor up to a certain point. Below a specific height, the tail can have up to three separate sections.
Exhaust Tailpipe
The exhaust tailpipe must fit within a designated space on the car and can have up to two sections when viewed from different angles. The pipe walls must be between 0.5mm and 3mm thick, and the actual exit opening must be positioned in a specific zone at the rear of the car (between 390-400mm from the reference line and above 350mm height).
Minimum Mass
F1 cars must meet a minimum weight requirement to ensure fair competition. During qualifying and sprint qualifying, cars must weigh at least 726kg plus their tires, while in all other sessions the minimum is 724kg plus tires. If extreme heat conditions are declared, the minimum weight increases further.
Mass Distribution
During qualifying sessions, F1 cars must distribute their weight properly between front and rear axles. The front axle needs at least 44% of the car's minimum weight, while the rear axle needs at least 54%. If a team declares a heat hazard, any extra weight added for cooling isn't counted toward these minimums.
Ballast General
Teams can add weight to their cars to meet minimum weight requirements, but it must be securely bolted down and cannot move. The ballast must be designed so that even if one bolt breaks, the weight won't fly around the cockpit during extreme forces like a crash.
Driver Ballast
Teams can add extra weight (ballast) to their cars to meet minimum weight requirements, but it must be a dense metal block (heavier than 7500kg/m³) located in the cockpit area, securely bolted to the car's structure, and sealed by officials. It can't do anything other than add weight, and there must be at least 12kg of it for safety crash tests.
Ballast Ahead of XA=0
F1 cars must carry certain weights (ballast) in the front section of the car, and these weights must stay in place during crash safety tests—unless they're already part of the front wing structure. This ensures the car meets safety standards when tested.
Adding Mass During Race or Sprint Session
During a race or sprint, teams cannot add any substances to the car to make it heavier, except for gases used in safety systems. If they need to replace a broken part, the new part must weigh the same or less than the original part.
Reference Mass of Driver Establishment
At the start of each F1 season, an official weighs each driver to establish their 'Reference Mass' - essentially their baseline weight for technical regulations. This weight can be updated during the season if the FIA deems it necessary.
Driver Mass and Ballast Minimum
Every F1 driver, including their racing suit and helmet, must weigh at least 82kg during a race. If a driver is naturally lighter than this, they can add ballast (extra weight) to their car to meet the minimum. This ensures all drivers compete on equal terms regardless of their body weight.
Heat Hazard Mass Increase
F1 cars must have at least 5kg of combined mass from the driver's personal equipment (like their suit and helmet) and additional cooling systems designed to keep the driver safe in the heat. This 5kg minimum ensures drivers have proper protection and cooling gear.
Determination of Nominal Tyre Mass
Before each F1 season starts, the official tyre supplier measures the weight of 50 new dry-weather tyres for each axle (front and rear) to establish a baseline weight standard. This 'nominal tyre mass' is used as the official reference point throughout the championship, and it's adjusted if tyre specifications change during the season.
Ignition system requirements
Each cylinder in an F1 engine must have exactly one ignition coil and one spark plug to fire once per engine cycle. This standardized system prevents teams from using multiple sparks or unconventional ignition methods that could provide unfair performance advantages.
Spark plug type
F1 engines must use standard spark plugs that create a spark by electricity jumping across a gap. This means no fancy alternative ignition systems are allowed - just the conventional technology that's been used in engines for decades.
Spark energy limit
F1 engines have a limit on how much electrical energy can be used each time the spark plugs fire to ignite the fuel mixture. Each spark is capped at 120 millijoules of energy, which prevents teams from gaining unfair advantages through excessive electrical ignition systems.
Engine Type
F1 engines must be traditional 4-stroke engines with pistons that move up and down. This means no rotary engines or other exotic engine types are allowed—only the conventional piston design that's been used in cars for over a century.
Power Unit Breather
F1 cars must have a single opening to release fluids from the power unit (engine) to the atmosphere, and this opening must be positioned in a specific location at the rear of the car - behind a certain point, toward the center, and below a height limit. The fluids can only go out, never back into the engine.
Air Inlet System
All the air that enters an F1 engine's compressor must go directly into the combustion chambers to be burned as fuel. The only exception is small amounts of air that might leak out through joints in the engine. This ensures engines run efficiently and fairly.
Ancillaries drive requirement
Ancillaries (like power steering pumps, alternators, and water pumps) must be powered by the engine or electrical systems. They're allowed to help the car run smoothly, but they can't be used as an additional source of propulsion or power to move the car forward.
Wastegate and Pop-Off Valve Limits
F1 power units are limited to a maximum of two wastegates and two pop-off valves to control turbo boost pressure. These valves must use simple circular poppet designs that move straight up and down, preventing teams from using more complex or exotic valve systems.
Engine Oil Consumption
F1 engines must be extremely efficient with oil consumption, using no more than 0.30 liters per 100 kilometers during normal racing conditions. This rule ensures teams develop reliable, well-engineered power units while preventing excessive oil burn that would give unfair performance advantages.
Fuel and coolant pumps mechanical drive
All the pumps that keep an F1 engine running—fuel, coolant, oil, scavenge, and hydraulic pumps—must be directly powered by the engine itself or the MGU-K energy system using a fixed gear ratio. This ensures teams can't gain advantages by using independent electric pumps or variable-speed systems.
Wastegate Tailpipe
The turbocharger's wastegate (a relief valve that bypasses excess exhaust gas) must have its own dedicated tailpipe that connects to the main exhaust system after the turbine. This ensures all exhaust gases, whether they go through the turbine or bypass it, exit through a controlled path.
Pop-Off Valve Return Line
When a turbocharger's pop-off valve releases excess pressure, any fluid that escapes must be returned through a specific pipe. This return line must be positioned after the compressor gets its air but before the compressor wheel itself, ensuring proper system control and preventing fluid loss.
Thermal Insulation Classification
When teams add thermal insulation (heat-protective material) to car parts, if it's permanently attached through methods like welding or bonding, it's legally considered part of that component itself rather than a separate add-on. This affects how the part is classified and regulated under the technical rules.
Clutch Assembly Classification
The clutch assembly parts (friction plates, springs, and cover plate) attached to the flywheel don't count toward the flywheel's weight limit. However, if the clutch basket is directly connected to the crankshaft, it's considered part of the flywheel and does count toward its weight.
Engine Cubic Capacity
F1 engines must have a displacement of exactly 1600 cubic centimeters. Teams are allowed 10cc below this limit but cannot exceed it, meaning the legal range is 1590cc to 1600cc. This regulation ensures all teams use similarly-sized engines for fair competition.
Driver torque demand monotonicity
This rule ensures that as a driver presses the accelerator pedal further down, the engine produces more power in a smooth, linear fashion at any given engine speed. You can't have a situation where pressing the pedal more actually results in less power—the relationship must always be consistent and predictable.
Engine Cylinder Configuration
Every F1 engine must have exactly six cylinders arranged in a V-shape at a 90-degree angle. All six cylinders must be identical in size so no engine has an unfair advantage in power distribution.
Accelerator pedal response delay limit
F1 cars must respond to the driver's throttle input within 50 milliseconds. This means when a driver presses the accelerator pedal, the engine must start delivering the requested power almost instantly—within just 50 thousandths of a second. This rule ensures drivers have immediate, predictable control over their cars.
Idle speed control target
F1 cars have a computer system that controls their engine speed when idling (sitting still or coasting). This rule limits how fast that idle speed can be set to a maximum of 4,000 revolutions per minute (rpm). This prevents teams from gaining unfair advantages by keeping their engines running faster when the car isn't actively accelerating.
Regulatory torque sensors
F1 cars must have special sensors installed to measure how much power the main engine and the energy recovery system (MGU-K) are producing. These sensors help the FIA monitor and verify that teams are staying within the legal power limits.
Engine Valves
F1 engines must have exactly two intake valves and two exhaust valves in each cylinder. These valves must be traditional poppet-style valves (the most common type) that open and close using camshafts, and the sealing surfaces must be circular and located either on the cylinder head or approved inserts.
Engine Exhaust Outlets
F1 engines must route their exhaust gases out through outlets positioned on the outer edges of the cylinder head, away from the center of the V-shaped engine. This prevents teams from using the engine's center as an exhaust path, which would be unfair and could create aerodynamic advantages.
Crankshaft Configuration
F1 engines must have a crankshaft with exactly three connecting rod bearing journals. This is the part that connects the pistons to the crankshaft, and limiting it to three journals helps regulate engine power and maintains competitive balance across all teams.
Cylinder Head Inserts
F1 engines can only use FIA-approved metal inserts in the cylinder head to protect the valves and guides. These inserts must be small—the seat and guide inserts combined can't take up more than 3% of the cylinder head's total volume, with an extra 1% allowed for other types of inserts.
Energy Recovery System (ERS)
The Energy Recovery System is considered completely shut down when there's no electrical power flowing through the main energy storage components on the control unit side. Think of it like turning off all the power switches in the hybrid battery system so no energy can be stored or released.
ERS Shutdown Means
F1 cars must have three independent ways to shut down the ERS (Energy Recovery System): the driver's master switch, mechanical handles, and the CDS button. This ensures the driver can always safely disable the power system if needed during a race or emergency.
Debris Containment from RV-PU-ERS Failures
If a car's energy recovery system (the MGU-K that captures energy from braking) breaks down, any loose pieces must stay trapped inside the protective housing rather than flying off onto the track. This rule keeps other drivers and track workers safe from debris.
ERS Shutdown on Anti-Stall
When a car's engine is about to stall and the FIA's standard computer system automatically shuts it down to prevent that, the ERS (energy recovery system) must also turn off at the same time. This is a safety and fairness measure to prevent drivers from gaining an unfair advantage.
ERS Status Lights
Every F1 car must have two ERS (Energy Recovery System) status lights that show the car's power unit status. These lights must be official FIA equipment, installed correctly, and working properly throughout the entire race weekend.
Placeholder for Article Pre-Approved for 2027
This article is a placeholder in the F1 regulations that has been pre-approved for implementation in 2027. The specific rules and requirements will be finalized before the 2027 season begins.
Car Operating Safety Status Signals
Every F1 car must constantly report its electrical power system (ERS) health status to the FIA's control systems. This information—covering battery insulation, voltage, temperature, and safety switches—helps officials monitor the ERS status lights and ensure the car is operating safely.
Maximum Working Voltage
F1 cars use high-voltage electrical systems to power their hybrid engines, but there's a safety limit: the voltage can never go above 1000 volts. This rule protects drivers from electrical hazards and ensures all teams operate within safe electrical standards.
ES Main Enclosure
The ES Main Enclosure is essentially the outer shell or container of a car's energy recovery system that holds all the necessary ERS components together. It must form a complete, sealed box and fit within a specific space defined by F1 regulations.
Additional Components in ES Main Enclosure
This rule allows teams to install additional electrical equipment inside the main energy storage box beyond what's already required. Specifically, teams can add a low voltage power distribution board to manage electrical systems, as well as electric pump drivers and cooling systems for the hybrid power unit that aren't mounted on the engine itself.
Minimum Mass for ES Main Enclosure
F1 teams must ensure their Energy Store (battery) main enclosure weighs at least 35 kilograms. This minimum weight requirement helps ensure safety and fairness by preventing teams from making the battery housing dangerously light or fragile.
Total Insert Volume Limits
F1 engines have strict limits on the amount of reinforcing materials (inserts) that can be added to certain engine parts. These inserts can't make up more than 10% of the total volume of those specific components, though inserts in other parts of the engine have no restrictions.
Survival Cell
The Survival Cell is the protective closed structure that protects the driver and contains critical components like the fuel tank and parts of the battery system. It's designed to keep the driver safe and prevent fuel leaks in an accident. Think of it as the safety capsule of the car that must meet strict structural standards.
MGU-K Mechanical Fixing
The MGU-K (Motor Generator Unit-Kinetic) is an electrical component that must be physically bolted down to either the car's main chassis (Survival Cell), the traditional engine (ICE), or both. This ensures the component stays secure and doesn't move around during high-speed racing.
MGU-K Rotating Parts Link
The MGU-K (Motor Generator Unit-Kinetic) must be directly connected to the engine's crankshaft at all times during normal racing, spinning at a fixed ratio to it. Think of it like a mechanical chain—the MGU-K and its shaft must also run parallel to the crankshaft, similar to how gears align in a transmission.
Mechanical Power Connection
The MGU-K (a hybrid power recovery system) must connect to the engine through a single shaft, and this connection point must be located before a specific measurement position (X PU = 100) on the engine. This rule ensures the hybrid system is properly integrated into the power unit in a standardized way.
Torque Limitation Device
F1 cars can use a special passive device in the drivetrain that protects engine components by allowing temporary changes in gear ratio when extreme torque forces exceed 520Nm. This safety feature only activates under extreme stress and doesn't require active control.
MGU-K Rotational Speed Limit
The MGU-K (Motor Generator Unit-Kinetic) is a hybrid energy recovery system on F1 cars. This rule limits how fast the internal parts of the MGU-K can spin relative to each other - they can't exceed 60,000 revolutions per minute. This prevents mechanical damage and ensures the system operates safely within design parameters.
Magnetic Soft Alloy Laminated Sheets
F1 cars use special magnetic soft alloy laminated sheets in their construction. These sheets must be at least 50 micrometers thick to meet safety and performance standards.
MGU-K Minimum Mass Requirements
The MGU-K (Motor Generator Unit-Kinetic) is a component that recovers energy under braking. This rule states that if the MGU-K's transmission system is located entirely within the power unit, the total weight of the MGU-K and related parts must be at least 20 kilograms to ensure fair competition and prevent teams from making it dangerously light.
MGU-K Inertia
The MGU-K (Motor Generator Unit-Kinetic) must have fixed rotating parts that don't change weight or balance during a race. Teams can't use any tricks to alter how the MGU-K spins or behaves, except for specific systems allowed by the regulations.
MGU-K Torque Sensor Dismountability
The MGU-K torque sensor shaft must be designed so teams can remove it from the power unit without damaging any of the FIA's official seals. This allows officials to inspect and service the component while maintaining the integrity of sealed parts.
Dismountable Components in Combustion Chamber
F1 engines have several small parts that stick into the combustion chamber (where fuel burns) and can be swapped out. The FIA has a strict list of approved parts for this—things like fuel injectors, spark plugs, and valves. Teams can only use official FIA-approved versions of these components to keep the competition fair.
Energy Store
F1 teams can only use energy storage cells (batteries) in their power units that have been officially approved by the FIA. The FIA will approve these cells as long as the power unit manufacturer doesn't sign exclusive deals that would prevent other teams from using the same supplier.
FIA Approved Energy Store Cells
F1 teams can only use energy storage cells (batteries) that have been officially approved by the FIA. Manufacturers must submit their cell designs for approval by November 1st of the year before they plan to use them, ensuring all teams use safe and regulated components.
Single Cell Specification Homologation
F1 teams can only use one officially approved design of battery cell in their cars. While the connection tabs (Cell Tabs) on these cells can have different shapes to fit better inside the energy storage unit, the actual cell itself must remain the same specification throughout the season.
Non-ERS Energy Storage
Any energy storage system in the car that isn't part of the official ERS (Energy Recovery System) is treated as an extra component and must follow the same rules as other ancillary equipment. This ensures teams can't use unauthorized power sources to gain an advantage.
DC-DC Unit Diode
F1 cars must have a special one-way valve (diode) in their power system that prevents energy from flowing backwards from the DC-DC Unit into the Energy Store. This is a safety feature that must be built into the design and can be checked by inspectors.
DC-DC Unit HV DC Bus Protection
The DC-DC Unit (which converts electrical power in the hybrid system) must have a fuse to protect it, and sometimes needs a relay as well. These safety devices act like circuit breakers to prevent damage if something goes wrong with the electrical connections.
Energy Storage Sources
F1 hybrid cars can only store electrical energy using the official ES Cells (energy storage cells) specified in the regulations. The only exception is for safety systems in the energy storage unit. This ensures all teams use the same type of energy storage technology.
ES Design and Installation
When the external charger isn't plugged in, there shouldn't be any dangerous high voltage electricity accessible between the battery pack and the charging port. This is a safety requirement to protect team members and anyone who might touch the car.
High Voltage Off-Board Charging Safety
When an F1 car isn't plugged into an external charging station, there can't be any dangerous high voltage electricity exposed or accessible between the car's battery housing and the charging port. This is a safety requirement to protect mechanics, marshals, and anyone else who might come into contact with the car.
ES Main Enclosure Fire Protection
The protective box around the F1 car's energy storage system must use fire-resistant materials that meet strict safety standards (UL94 V0 rating) unless the battery cells have been tested and proven they won't overheat on their own. This is a critical safety requirement to prevent fires during races.
HV DC Bus Poles
The energy store (battery) in an F1 car must have exactly two connection points to the main power system: a positive pole and a negative pole. All other electrical components that need power from the battery must connect through only these two poles, not directly to the battery.
High Voltage Location Restrictions
F1 cars can only have high voltage electrical systems inside the main power unit, with two exceptions: the power box (which can boost voltage up to 80V) and when the battery is being charged or discharged outside the car. This safety rule keeps dangerous high voltage contained in safe locations.
Battery Management System Requirements
Every F1 car's battery system must have a smart safety manager (BMS) that constantly watches for problems and can automatically reduce power or shut down the battery if something goes wrong. It also needs to keep all the individual battery cells balanced so they work evenly together.
Energy Store Fuse Protection
F1 cars must have a safety fuse in their energy storage system that instantly cuts off power if there's an electrical short circuit. This fuse needs to be positioned right next to the battery cells and must be tested to prove it works under real racing conditions.
ES Main Contactors
F1 cars have safety switches called contactors that work like circuit breakers. Each car must have at least two of these switches—one for the positive electrical connection and one for the negative—that completely disconnect the car's high-voltage battery system from the control unit when the car shuts down, preventing dangerous electrical hazards.
FIA Approved Fuses and Contactors
Teams can only use electrical fuses and contactors (switches) in their ERS power systems if the FIA has officially approved them beforehand. Suppliers must request approval from the FIA by November 1st of the year before they want to use the component.
Manual Isolation of High Voltage
F1 cars must have a manual switch that allows the driver or team to physically disconnect the high-voltage power system from the electrical components. This is a critical safety feature that ensures the car's power can be shut down quickly in emergencies without relying on automatic systems alone.
ERS-K Phase Conductors Interfaces
The Energy Recovery System needs special connection points (interfaces) on two components: the ESME (Energy Storage Management Electronics) must have these connection points, while the MGU-K (Motor Generator Unit-Kinetic) may optionally have them. These interfaces allow the power cables that transfer energy between the two systems to be properly connected.
Gas Evacuation System
The energy storage system (battery) in F1 cars must have a special gas evacuation system to safely release pressure if a battery cell vents or electronic components explode. This system protects the battery container from being damaged by the force of the gas release.
Power Unit Energy Flow Devices
F1 cars can only use two power sources to move: the traditional engine and the ERS-K (kinetic energy recovery system). Teams are not allowed to use any other devices or alternative power systems to propel the car or capture energy. This rule ensures all teams compete with the same basic technology.
ERS General Electrical Safety
F1 cars have complex electrical systems that power the hybrid engine. This rule ensures that if any single electrical component fails, the driver and marshals can never accidentally touch a live (powered) electrical part that could harm them. Even in worst-case scenarios, the car must be designed so electricity can't hurt anyone.
ERS-K Harvesting Limits
F1 cars can harvest a maximum of 8.5 megajoules of energy per lap from their braking system (ERS-K). The FIA can reduce this limit to 8MJ or 5MJ if needed, and teams can harvest an extra 0.5MJ under certain special conditions.
MGU-K Mechanical Torque
The MGU-K (Motor Generator Unit - Kinetic) can only push a maximum of 500 Newton-meters of mechanical torque back to the engine. This limit ensures the hybrid system doesn't give cars an unfair power advantage and keeps the technology balanced across the grid.
ERS Safety Principles
F1 cars must be designed so that a single electrical failure cannot expose drivers or others to dangerous electrical parts. All ERS components must be safe under normal driving and even if something breaks unexpectedly.
MGU-K Standing Start Usage
At the start of a race, drivers cannot use their MGU-K (energy recovery system) until their car reaches 50 km/h. This rule ensures fair racing conditions and prevents teams from gaining an unfair advantage during the critical opening moments of the race.
Protection of Cables and Electrical Equipment
F1 cars use high-voltage electrical systems, and this rule ensures all exposed cables and equipment are properly protected so drivers and personnel don't get electric shocks. Teams must use one of three safety methods: basic insulation with bonding, double insulation, or reinforced insulation.
Danger High Voltage Marking
F1 cars must have special warning symbols and bright orange coloring on their high-voltage electrical components to make them easily recognizable and safe. This applies to the main electrical enclosure, the MGU-K (the hybrid power unit), and any other high-voltage boxes on the car.
High Voltage Conductors Protection
F1 cars have high-voltage electrical systems that power their hybrid engines. This rule requires special safety protection on the power cables outside the main electrical box to prevent dangerous electrical current from reaching certain components if the charging connectors aren't properly plugged in or connected correctly.
AC Coupling Bonding Requirements
F1 cars have two electrical systems: high voltage (for the hybrid power unit) and low voltage (for standard electronics). This rule requires special bonding connections for any component that could accidentally transfer high voltage to the low voltage system, preventing dangerous electrical failures.
Insulation Monitoring Device
F1 cars must have a special device that continuously checks whether the high-voltage electrical system is properly insulated from the car's main ground. Think of it like a safety inspector that makes sure electricity doesn't leak where it shouldn't, protecting both the driver and the car's systems.
UN38.3 Energy Store Transportation Certification
Teams must provide official UN38.3 transportation certification for their energy recovery system batteries when they submit the system for FIA approval. This certification proves the batteries are safe to transport according to international standards.
Oil and Coolant Systems
F1 cars must have a special safety valve on their oil and coolant tanks that automatically releases pressure if it gets too high (above 3.75 bar). This prevents the tanks from bursting due to extreme heat and pressure during racing. The valve must be approved by the FIA and meet specific technical standards.
Coolant Header Tanks
F1 cars must have a safety valve on their coolant tanks that automatically releases pressure if it gets too high (above 3.75 bar). This prevents the cooling system from exploding due to extreme heat and pressure during a race. The valve must be approved by the FIA and meet specific technical standards.
Cooling Systems Restrictions
F1 teams can only use fuel's natural cooling properties in their engine's cooling system. They cannot use other liquids (like special coolants) to create additional cooling through evaporation tricks. This keeps all teams on equal footing and prevents engineering loopholes.
Oil Tank
Every F1 car must have exactly one oil tank to store its engine oil. The oil can only be kept in the tank itself and in specific connected parts like oil lines, the engine, oil coolers, turbocharger, and the hybrid system components.
Oil Tank Level Measurement
Every F1 car must have a sensor that constantly measures how much oil is in the tank. This oil level data must be sent to the FIA (motorsport's governing body) at all times during the race so officials can monitor the car's condition and ensure compliance with regulations.
Oil Injection Control Valves Prohibition
F1 teams are not allowed to use active control valves that inject oil or other substances into the engine's intake air system. This rule prevents teams from using oil injection as a performance enhancement technique, keeping the sport fair and standardized.
Auxiliary Oil Tank Prohibition
F1 teams are only allowed to use one main oil tank to store oil. They cannot use extra oil tanks hidden elsewhere on the car. Small amounts of oil that naturally collect in other parts (like catch tanks) are okay, but intentional storage in additional tanks is banned.
Fuel Energy Flow Maximum
F1 cars have a limit on how much energy they can get from their fuel per hour of racing. This rule ensures all teams use fuel efficiently and prevents any team from gaining an unfair power advantage by burning fuel faster than allowed. The maximum allowed rate is 3000 megajoules per hour.
Single ICE Mode
Drivers must use the same engine power mode throughout each lap during qualifying and races. They can only switch between different power modes during free practice sessions, where they're allowed to experiment and test different settings.
Fuel Energy Flow Below 10500rpm
F1 engines must limit how much fuel energy they use at lower engine speeds (below 10,500 rpm). The rule uses a formula to calculate the maximum allowed energy flow: teams can use more energy as the engine spins faster, but they're strictly limited to prevent excessive power at lower rpms.
ERS-K Absolute Electrical Power
The ERS-K (kinetic energy recovery system) is the hybrid power unit that harvests energy from braking. F1 regulations cap the maximum electrical power this system can produce at 350kW to maintain competitive balance and prevent any team from gaining an unfair advantage through excessive hybrid power.
Energy Storage State of Charge Range
The energy storage system (ES) in F1 cars must maintain a relatively narrow operating window while racing. The difference between when the battery is most charged and least charged cannot exceed 4 megajoules at any point the car is on track. This rule ensures fair competition by preventing teams from using an unrestricted battery range.
Engine intake air pressure
F1 teams must ensure that the air pressure entering their engine stays below 4.8 barA (a unit of atmospheric pressure) at all times. To verify this, two official FIA-sealed pressure measuring devices monitor all the air flowing into the engine for combustion.
Turbocharger shaft axis orientation
The turbocharger shaft must be oriented in a very specific way: it needs to point along the car's length (parallel to the centerline) and sit toward the inside of the engine bay. The shaft can only tilt up to 1 degree from perfect alignment with the car's direction.
Turbocharger total mass
F1 teams must ensure their turbocharger weighs at least 12kg. This minimum weight requirement prevents teams from making the turbo too light, which could give them an unfair performance advantage while potentially compromising reliability and safety.
Turbocharger rotational speed limit
F1 teams must limit their turbocharger to spin at a maximum of 150,000 revolutions per minute (rpm). This rule prevents teams from pushing the turbo beyond safe operating limits, which protects engine reliability and maintains competitive balance across the grid.
Cylinder bore diameter
F1 engines must have cylinders with an internal diameter of exactly 80mm, with only a tiny 0.1mm tolerance allowed in either direction. This strict specification ensures all teams are working with similar engine dimensions and maintains competitive balance.
Piston rings requirement
Each piston in an F1 engine must have exactly three rings: two that compress the fuel mixture and one that controls oil. This design ensures the engine runs efficiently and reliably throughout the race.
Piston pin diameter
The piston pin is a small metal rod that connects the piston to the connecting rod inside an F1 engine. The regulation specifies that this pin must have a diameter between 18.0 and 19.0mm to ensure consistency and prevent unfair performance advantages across all teams.
Valve stem diameter minimum
F1 tire valve stems must have a minimum diameter of 4.95mm. This technical requirement ensures proper tire inflation system functionality and safety during races. The regulation helps maintain consistent tire performance and prevents valve failures.
Intake valves head diameter
F1 engines must have intake valves with head diameters between 32.5mm and 34.5mm. All intake valves on an engine must be identical to each other, ensuring fairness and preventing teams from experimenting with different valve sizes.
Exhaust valves head diameter
F1 engines must have exhaust valves with head diameters between 27.0mm and 29.0mm, and all exhaust valves on a car must be identical to each other. This regulation ensures fair competition by preventing teams from using different valve sizes to gain an advantage.
Gearbox Case
The gearbox case is the metal housing that protects all the gearbox and gear-change parts inside it. It's a crucial structural component that holds up the rear suspension and rear wing, transferring all those forces to the engine through special bolts.
Cylinder bore spacing
The distance between the centers of the cylinders in an F1 engine must be exactly 101 millimeters, with a tiny tolerance of plus or minus 2mm. This tight specification ensures all teams are working with similar engine dimensions and maintains competitive fairness.
Geometric compression ratio limit
F1 engines have a limit on how much they can compress the air-fuel mixture inside each cylinder. No cylinder is allowed to have a compression ratio higher than 16.0, which means the mixture can be squeezed to no more than 16 times its original volume. Manufacturers measure this themselves following FIA guidelines.
Cylinder centreline alignment
The cylinders in an F1 engine must be perfectly aligned with the crankshaft's center line, with a tolerance of only 0.1 millimeters. This extremely tight tolerance ensures the pistons move smoothly and efficiently through the cylinders without binding or excessive wear.
Crankshaft centre line and output shaft
The crankshaft (the main rotating shaft in the engine) must be positioned at a very specific location in the car and aligned perfectly straight along the car's length. The engine can only send power to the gearbox through one single shaft, preventing any clever tricks with multiple power outputs.
Deck Height minimum
F1 cars must have a minimum deck height of 168mm, which refers to the lowest point of the car's floor. This rule ensures cars maintain a certain ground clearance for safety and competitive fairness, preventing teams from running their cars too low to the ground.
Connecting rod length
The connecting rod is a metal link that transfers power from the engine's crankshaft to the piston. F1 regulations require this rod to be between 119.5mm and 120.5mm long, measured from the crankshaft end to the piston end. This tight tolerance ensures all engines are fair and consistent.
ICE minimum mass based on MGU-K location
The internal combustion engine (ICE) must weigh at least 130kg, 132kg, or 134kg depending on where the MGU-K energy recovery system is physically mounted on the car. This minimum weight requirement ensures fairness and prevents teams from making engines dangerously light.
Power Unit overall mass minimum
Each Formula 1 power unit must weigh at least 185 kilograms. This minimum weight requirement ensures that teams cannot make their engines unfairly light, keeping competition balanced and maintaining safety standards.
Power Unit centre of gravity
The power unit (engine and related components) in an F1 car must have its center of gravity positioned above a certain height threshold (Z=200mm from the reference plane). This rule ensures fair weight distribution and prevents teams from gaining an unfair advantage by positioning heavy components too low in the car.
Piston assembly minimum mass
F1 engines must use pistons that weigh at least 350 grams, including the piston pin, retainers, and rings. This minimum weight requirement ensures all teams use similarly robust engine components and prevents unfair advantages from using overly lightweight parts.
Connecting rod minimum mass
F1 engines must use connecting rods (the parts that connect pistons to the crankshaft) that weigh at least 320 grams when fully assembled. This minimum weight requirement ensures structural integrity and prevents teams from making rods too light, which could cause engine failure during the extreme forces of racing.
Crankshaft assembly minimum mass
F1 engines must use a crankshaft assembly that weighs at least 5.8 kilograms in the section between the main bearing points. This minimum weight requirement ensures engines meet safety and durability standards while maintaining competitive balance among teams.
Engine intake air inlets location
F1 cars can have a maximum of two air inlets that feed the engine, and both must be positioned on the same vertical plane of the car. These inlets must be located in a specific zone along the car's length (between 850mm and 500mm from the rear) and positioned above a certain height on the chassis.
Engine intake air purity
F1 engines can only burn fuel and air—nothing else can be added to the air going into the engine. Teams also cannot recycle exhaust gases back into the combustion process. This keeps engines running on pure combustion rather than tricks that might artificially boost performance.
Throttle butterfly limit
F1 engines can only have one throttle butterfly (a valve that controls airflow) in the path between the turbo compressor and the engine cylinders. This prevents teams from using multiple throttles to gain an unfair advantage in controlling engine performance.
Variable geometry exhaust systems prohibition
F1 teams cannot use exhaust systems that change shape or geometry during a race. The only exception is wastegates, which are allowed. This rule prevents teams from gaining unfair advantages by adjusting their exhaust performance.
Variable valve timing prohibition
F1 engines are not allowed to use variable valve timing or variable valve lift systems. This means the timing of when the engine's intake and exhaust valves open and close, and how much they open, must remain fixed and cannot be adjusted during operation.
Moveable Trumpets prohibition
F1 engines cannot have moveable trumpets or flexible air intake systems. All the piping that carries air from the turbo compressor to the engine cylinders must be permanently fixed in place, with only the throttle and pressure relief valves allowed to move.
Exhaust system fluids
F1 engines must only expel fluids that actually entered the engine through the air intake and fuel injectors. The only exceptions are small accidental leaks and gases from the engine's ventilation system. This rule prevents teams from using the exhaust to dump unwanted substances.
Turbine and Wastegate exhaust routing
All exhaust gases from the turbocharger turbine and wastegate must exit through the car's single exhaust tailpipe. Teams can't route these gases elsewhere or create multiple exit points.
Fuel pressure limit
F1 teams cannot pump fuel into their engine's fuel injectors at a pressure higher than 350 bar (a unit of pressure). This limit ensures the fuel system operates safely and prevents teams from gaining an unfair advantage through excessive fuel pressure.
Fuel Injector quantity and location
Each cylinder in an F1 engine can only have one fuel injector, and it must be positioned inside the cylinder itself - not before the intake valves or after the exhaust valves. This standardization ensures fair competition and prevents teams from gaining unfair advantages through creative injector placement.
Fuel Flow Meter requirement
Every F1 car must have a device that measures fuel flow, and this device must be located inside the fuel tank. Teams are not allowed to heat or cool this meter intentionally, as doing so could affect its accuracy and give them an unfair advantage.
Fuel Tanks
F1 cars must use a single rubber fuel tank that meets strict safety standards set by the FIA. Teams can choose to add foam inside the tank for extra safety, but it's not required.
Fuel Tank Specification
F1 cars must have a fuel tank made from a single rubber bladder that meets strict safety standards set by the FIA. Teams can choose whether or not to add foam inside the tank for extra protection, but it's not required.
Fuel Storage Location Limits
F1 cars must store their fuel in a specific box-shaped area on the chassis. The fuel tank can extend from the front of the car up to a certain point at the rear, and must stay within the width limits. There's one exception: a small amount of fuel is allowed in the survival cell (the protective cockpit structure) under separate rules.
Fuel Bladder Age Limit
F1 teams can only use fuel bladders (the containers that hold fuel in the car) that are less than 5 years old. Once a fuel bladder reaches its 5th birthday from when it was made, it must be retired and replaced with a newer one. This rule ensures the fuel system remains safe and reliable during races.
Fuel Tank Pressure Relief Valve
Every F1 car's fuel tank must have a safety valve that releases pressure if it builds up too much, preventing the tank from bursting. The car also needs a sensor to monitor the fuel tank's pressure at all times.
Maximum Fuel Tank Pressure
F1 fuel tanks have a safety limit on how much pressure can build up inside. The fuel bladder (the flexible container holding the fuel) cannot experience more than 1.0 bar of gauge pressure, which is a safety measure to prevent tank rupture and fuel leaks during races.
Fittings and Piping
The fuel tank can have holes in it, but the total size of all openings can't exceed 35,000mm². Small circular holes (less than 35mm across) can be sealed with a fitting that's held down with a single bolt.
Fuel Bladder Aperture Specifications
F1 fuel tanks have holes (apertures) for various purposes, but the total area of these holes can't exceed 35,000mm². For small circular holes under 35mm diameter, teams can install a plug secured with a single threaded fastener, as long as it has a secondary safety lock to prevent accidental loosening.
Fuel Bladder Attachment Design
The fuel bladder (fuel tank) must be attached to the car's main safety structure in a special way: if something pulls the bladder away, the attachment points should break cleanly without damaging the bladder itself. This prevents fuel leaks in a crash.
Self-Sealing Breakaway Valve
F1 fuel lines must have special valves that automatically snap shut and separate if there's a crash or impact. These valves are designed to break away before the fuel line itself gets damaged, preventing dangerous fuel leaks.
Fuel Lines in Cockpit Prohibition
For safety reasons, fuel lines cannot run through the driver's cockpit area. This keeps fuel away from the driver in case of accidents or leaks, reducing fire and injury risks.
Fuel Lines Fitting Requirements
F1 fuel lines must be installed so that if they leak, the fuel cannot collect in dangerous places on the car. This is a safety rule to prevent fuel from pooling where it could cause fires or other hazards during a race.
Fuel pressure damper installation
If a team wants to use a fuel pressure damper (a device that smooths out fuel pressure fluctuations), it must be installed before the fuel flow meter. This ensures the flow meter can accurately measure fuel consumption without interference from the damper.
Fuel collector pressure increase
F1 teams can increase fuel pressure in the collector (where fuel is stored before use) using lift pumps and/or by applying air or hydraulic pressure. This helps move fuel efficiently through the fuel system during the race.
Location of lubricating oil tanks
Oil tanks must be positioned in a specific area of the car's chassis, between two defined longitudinal points (X F=0 and X DIF=150), and cannot extend beyond the widest part of the driver's safety cell. This ensures they stay in a safe, contained location within the car's core structure.
Location of lubricating oil system
F1 cars must keep all their oil system components in the front and central areas of the car. Oil tanks and related parts cannot be positioned too far back along the car's length (behind the XDIF 150 reference point) or too far out to the sides (beyond the Y=750 line). This rule ensures the oil system doesn't compromise safety or aerodynamic fairness.
Oil and coolant lines - cockpit passage
F1 cars are not allowed to have any pipes carrying oil or coolant running through the cockpit area where the driver sits. This safety rule ensures the driver won't be exposed to hot fluids or leaks that could cause injury.
Oil and coolant lines - leakage prevention
F1 cars must have their oil and coolant pipes installed so that if they leak, the fluid doesn't pool inside the driver's cockpit. This is a safety rule to prevent drivers from being exposed to hot fluids during a race.
Hydraulic fluid lines - removable connectors
F1 cars cannot have hydraulic fluid connections that can be easily disconnected inside the cockpit. This rule exists to prevent drivers from accidentally disconnecting critical hydraulic systems during a race, which could cause dangerous failures in braking or steering.
Primary heat exchanger specification and technology
F1 teams must use aluminum alloy for the main cooling system parts on their cars. The core (the part that does the cooling) cannot be made using 3D printing technology, and the tubes carrying coolant must have walls at least 0.18mm thick to ensure durability and safety.
Secondary heat exchanger specification and technology
Secondary heat exchangers in F1 cars must be made of metal materials. The only exception is that seals and bonding agents used to hold them together can be made from other materials.
Accident data access
After any crash or incident, F1 teams must immediately give the FIA access to their car's Accident Data Recorder (ADR) - basically a black box that records what happened. The FIA gets to keep a copy for their investigation, and the team also receives a copy of the data.
Software and electronics inspection
Before each F1 season starts, the FIA Technical Department must thoroughly inspect and approve all of a car's electrical and electronic systems, including the hardware and software that controls the car and communicates with the team. This ensures every car meets safety and technical regulations before competition begins.
FIA Marshalling system installation
Every F1 car must have a special system installed that lets race control know where the car is on the track and allows them to communicate with the driver during the race. This system is made by a company chosen by the FIA to ensure all teams use the same equipment.
Car Positioning Unit location
The Car Positioning Unit (a tracking device that helps FIA monitor the car's location) must be installed in the front section of the driver's safety cell. This ensures the device is properly positioned according to FIA technical specifications.
Marshalling system documentation
This regulation tells us that all the detailed information about how F1 marshals are organized and trained is documented in a specific FIA document called FIA-F1-DOC-C023. It's basically saying 'if you want to know exactly how marshalling works, check that separate detailed document.'
Changes notification
Before F1 teams can make changes to their cars or operations, they must tell the FIA (the sport's governing body) about these changes beforehand. This rule ensures the FIA knows what modifications are coming and can verify they're legal before the race weekend begins.
Track signal information display
Every F1 car must have red, blue, and yellow warning lights in the cockpit that are controlled by the FIA's standard computer system. These lights alert drivers to important track conditions and safety signals during the race.
Re-programmable devices software identification
F1 teams must install a system that lets the FIA easily check what software version is running in their car's computer systems. This ensures teams can't secretly use illegal software upgrades during races.
Impact warning system
Every F1 car must have a warning light on top of the cockpit that's connected to the crash detection system. This light helps emergency crews quickly understand how serious an accident is when they arrive at the scene.
Electronic units presentation
Before each race, teams must show the FIA all their electronic control units that have programmable computers in them. This allows the FIA to identify and track these components to ensure they meet F1 regulations.
Test sensor installations
Teams can install up to five special test sensors on their cars during Friday practice sessions (P1 and P2) that don't need to follow normal F1 technical rules. These sensors are allowed as long as they won't interfere with the car's safety crash tests.
Installation instructions notification
F1 teams need to know about any changes to how they install official FIA systems and components well in advance. The FIA must tell teams about these changes by March 1st of the year before the season starts, giving them plenty of time to prepare and understand the new requirements.
Ride height adjustment prohibition
During testing, F1 teams cannot use any special systems or devices to change their car's ride height unless those systems follow the official F1 technical rules. This rule ensures fair competition and prevents teams from using prohibited modifications that wouldn't be allowed in actual races.
Software version registration
Teams must tell the FIA exactly what software version is running on their car before they use it in competition. This is like registering your setup so the FIA knows what each team is using and can verify it's legal.
Timing transponders
Every F1 car must have two timing transponders (small electronic devices) installed in it. These transponders are provided by the official timekeepers and allow the FIA to accurately track each car's position and lap times throughout the race.
Safety systems testing
The FIA can test a car's safety systems (like halo protection, DRS flaps, and brake systems) whenever they want during a race weekend. Teams must have their safety equipment ready to be checked at any moment to ensure everything is working properly and keeping drivers safe.
Camera positions and requirements
Every F1 car must have six camera positions available. Teams are required to have working cameras in positions 4 and 5, while positions 1 and 2 can have either cameras or empty housings. Positions 3 and 6 are optional.
Camera technical specification
This rule simply states that all the detailed technical specifications for cameras used in Formula 1 are documented in a separate official FIA document (FIA-F1-DOC-C022). Rather than listing everything here, teams and officials refer to that specific technical manual for exact camera requirements.
Camera housings
When an F1 car doesn't have a camera installed in a particular location, teams must install a dummy housing (called a camera housing) in its place. This dummy must be in the exact same spot, and be identical in size, shape, and weight to the camera it's replacing, so it doesn't give the team an unfair advantage.
Camera installation notification
F1 teams need to know well in advance about any changes to where cameras and transponders are installed on their cars. The FIA must tell teams about these changes by June 30th of the year before they take effect, giving teams plenty of time to prepare and adjust their designs accordingly.
Camera mounting angle
Cameras mounted on the car in certain positions (2, 3, or 4) must be angled very precisely—their main axis can't tilt more than 1 degree from being perfectly level with the ground. This ensures all teams use cameras pointed in the same direction for fair comparison and consistency.
Position 1 camera installation
The Position 1 camera must be mounted on top of the car's main protective structure (Survival Cell), positioned between the cockpit opening at the front and the roll bar support at the back. This specific placement ensures the camera captures optimal footage while staying within the car's safety structure rules.
Custom software homologation
Teams can only use custom software in their car's control systems if the FIA has officially approved it first. This applies to software running in the main engine control unit or connected systems. It's basically a quality control rule to keep competition fair.
Software version limit
Teams can only use a limited number of different software versions throughout a season. Once a car leaves the pit lane with a particular software version, it counts as 'used.' The limit decreases over time: 5 versions allowed in 2026, dropping to 4 versions in 2027-2028, and finally 3 versions in 2029-2030.
Control electronics - FIA Standard ECU
All major systems in an F1 car—from the engine and fuel to brakes, tires, and movable wings—must be controlled by the same standardized computer (ECU) supplied by the FIA. This ensures fair competition by preventing teams from using custom software to gain unfair advantages.
ECU homologation and component sealing
The FIA officially approves and seals all computer components that control a Formula 1 car's engine and systems. Once sealed, teams cannot open, modify, or tamper with these parts in any way—if they do, it's considered cheating.
Control system wiring loom
F1 teams must get FIA approval for how they wire their control systems in the car. The wiring must be designed so that the sensors and parts that control the car's performance are electrically separated from other sensors, preventing any interference or cheating through cross-contamination.
Sensor faults and backup sensors
If a car's sensors break down during a race, teams are allowed to switch to backup sensors and adjust settings to compensate. However, these backup sensors cannot make the car perform better than it originally would have—they're just a safety measure to keep the car running, not an upgrade.
Pneumatic valve pressure control
Teams can only control the air pressure in pneumatic valves (parts that use compressed air) in two ways: either through a simple mechanical regulator that works on its own, or through the official FIA computer system. The FIA's computer constantly watches to make sure teams follow this rule.
Race start detection systems
Teams are not allowed to use any technology or system that helps them detect when the race start signal is given. This rule ensures all drivers start on equal terms, relying on their own reactions and awareness rather than technological aids.
Start lockout period
After each race start and every pit stop, the car's engine and gearbox are locked down for a brief period where drivers cannot adjust certain power and transmission settings. This is enforced by the FIA's standard control computer to ensure fair competition and prevent drivers from gaining unfair advantages during these critical moments.
Data acquisition - FIA access
The FIA has complete access to all data from the teams' car computers at any time - before, during, and after races. This lets the sport's governing body monitor what the cars are doing and ensure everyone is following the rules.
Data acquisition system isolation
Teams can use extra data collection systems beyond the official FIA equipment, but these systems must be completely separated and not connected to the car's main control computer, except for basic power, ground, and data transmission lines. This prevents teams from using their own electronics to gain unfair advantages over the standard FIA system.
Car to team telemetry system
Every F1 car must have an official telemetry system that sends real-time data to the team. This system is made by a supplier chosen by the FIA and built to their exact specifications so all teams use the same technology.
Telemetry operating frequencies
Teams must use radio frequencies for their telemetry systems that the FIA has officially approved. This ensures all teams operate on compatible frequencies and prevents interference between different teams' wireless systems during races.
Team to car telemetry prohibition
Teams are not allowed to send telemetry data (information about car performance) to their cars during the race. The only exceptions are for the official FIA safety system and the basic connection handshake needed to establish communication between the car and team systems.
CCU Antenna mounting
The CCU Antenna (a communication device on the car) must be mounted in the middle of the car (balanced left-to-right) and positioned in a specific zone toward the rear of the vehicle. Think of it like placing a radio antenna in a designated spot on the back half of the car to ensure proper communication.
Driver inputs and information signals
The FIA Standard ECU (the official computer in every F1 car) must control all the signals and information between the driver and the car's systems, except for radio communication. This ensures every team is using the same control system and prevents teams from gaining unfair advantages through custom electronics.
Driver input devices connection
Each control a driver uses (like a button, paddle, or pedal) must connect directly to the car's standard computer system through just one input connection. This prevents drivers from using complex workarounds or multiple connections to control a single function.
Driver input alteration
This rule ensures that any changes to a driver's steering, throttle, or brake inputs must come directly from the driver themselves—not from the car's computer making adjustments on its own. The car's data logs must accurately show what the driver actually did, with no hidden alterations.
Accelerator pedal control
Drivers must control how much power goes to the wheels using only one foot pedal (the accelerator/throttle), which has to be located inside the cockpit safety cell. They can't use any other method or device to control acceleration.
Master switch location and marking
Every F1 car must have a red emergency cut-off switch on the dashboard that lets the driver instantly shut down the engine, fuel pumps, and rear lights in case of emergency. The switch must be clearly marked with a distinctive red spark symbol inside a blue triangle with white edges so it's easy to find in a crisis.
Exterior emergency handles
F1 cars must have two emergency handles on the outside of the car (one on each side) that can be pulled with a hook from a distance. These handles work just like the master switch, allowing rescue workers to shut down the car's electrical systems in case of an accident or emergency.
Driver radio system
Every F1 car must have a radio system that lets drivers communicate with their team during the race. This radio system has to be made by an official FIA supplier and built to exact FIA specifications.
Voice radio communication requirements
F1 teams can use radio systems to talk between the driver and pit crew, but these systems must be completely separate from the car's main computer and can only transmit voice—no other data like telemetry or performance information is allowed through the radio.
Accident analysis systems
F1 cars are equipped with advanced safety monitoring systems that record crash data and measure the forces drivers experience during accidents. Each car has a black box-style recorder, external crash sensors, and high-speed cameras, while drivers wear special devices that monitor their physical condition and the impact forces they endure.
FIA ADR installation
The FIA ADR (Accident Data Recorder) is a black box-like device that must be installed in the cockpit following specific FIA guidelines. It needs to be centered on the car (within 25mm of the middle line), facing upward, and positioned where the driver can easily access it at any time during the race.
External accelerometer installation
Teams must install one external accelerometer (a device that measures forces and impacts) in the cockpit. This accelerometer must be securely bolted to the car's safety cell using four bolts. This device helps the FIA collect safety data during races.
High speed camera installation
Every F1 car must have a high-speed camera installed that's made by an official FIA supplier. This camera follows strict specifications set by the FIA to ensure all teams use the same equipment for recording on-track footage.
In-ear accelerometers
Every F1 driver must wear small accelerometers in their ears during races. These devices are made by an FIA-approved manufacturer and measure the forces and impacts the driver experiences while driving, helping teams and officials monitor driver safety and performance data.
Biometric device
F1 drivers are required to wear biometric devices (like heart rate monitors or vital sign trackers) that are designed and supplied by the FIA. These devices help rescue teams quickly assess a driver's health and condition in case of an accident, making emergency response faster and more effective.
Driveshafts
F1 driveshafts must be made from steel and have specific diameter requirements. The main shaft section must maintain a constant diameter, except for the final 150mm at each end where it can taper, but the inner diameter at these ends must be at least as wide as the main shaft section.
Structural Connection to Survival Cell
Teams cannot use extra parts to connect the survival cell (the protective cockpit structure) to the gearbox case as a structural support system. Any connection between these two components must be incidental to their main purpose and only as strong as necessary for safe operation.
Clutch Operating Device - Identification Points
F1 teams cannot design clutch pedals with special markings, notches, or features that help drivers find specific positions or hold the pedal at certain points. The clutch must be a smooth, uniform pedal without any aids to help the driver identify where they are in the pedal travel.
Clutch Operating Device - Travel Positions
The clutch pedal in an F1 car must have a defined range of motion - from fully engaged (clutch fully connected to the engine) at minimum travel to fully disengaged (clutch completely disconnected with no power transfer) at maximum travel. This ensures consistent clutch behavior and prevents drivers from having unpredictable engagement points.
Clutch Operating Device - Adjustment Systems
Teams cannot use special systems to electronically adjust or modify how the clutch engages during a race start or gear changes. The only exceptions are the natural hydraulic and mechanical characteristics that are impossible to avoid. This rule keeps all teams from gaining unfair advantages through clever clutch control technology.
Clutch Engagement Control
The driver must manually control how much the clutch engages during racing. However, the car's systems can automatically help in specific situations like preventing engine stalls, changing gears, finding the clutch's bite point, or protecting the engine from damage.
Clutch Operating Device - Return Time
The clutch pedal must snap back to its resting position within 50 milliseconds after the driver releases it. Additionally, there can be no more than a 50ms delay between when the driver presses the pedal and when the car's system actually engages the clutch.
Clutch - Driver Notification Devices
Drivers cannot use any devices or systems that tell them how much the clutch is slipping or engaging. This keeps the skill of clutch control manual and prevents drivers from relying on electronic aids to manage this critical driving technique.
Clutch Disengagement System
F1 cars must have a system that can disengage the clutch if the engine stops, allowing the car to be moved for at least 15 minutes. This system must also turn off the ERS (energy recovery system) and can be activated in under 5 seconds by either the driver or a marshal to help recover a stranded car.
Homologated Gearbox and Component Classification
Teams must get their gearbox and related transmission parts approved by the FIA before the season starts. They can make one upgrade during the four-year cycle, and can request approval for changes if needed for reliability, cost savings, or if materials become unavailable.
Gearbox Layout
The gearbox must be properly aligned with the engine's crankshaft, with the main shaft centered on it and the secondary shaft positioned close to the car's centerline. The two shafts must be parallel and spaced 90-110mm apart, with gear pairs kept at a safe distance from the engine to prevent interference.
Gearbox - Combined Mass
F1 teams must ensure their gearbox and related drivetrain components weigh at least 22kg combined. This minimum weight requirement prevents teams from making these parts dangerously light, which could compromise reliability and safety.
Forward Gear Ratios
Every F1 car must have exactly 8 forward gears that the driver can select. Teams cannot use continuously variable transmissions (CVTs) like you might find in some road cars, which would allow infinite gear ratios. This keeps the competition fair and ensures all teams work within the same technical constraints.
Gear Ratio Nomination and Changes
Teams must decide their gear ratios before the season starts and tell the FIA. In 2026, they get one free chance to change them mid-season. From 2027 onwards, teams can adjust either the gear pairs OR the final drive during the season, but they can't change both at the same time.
Forward Gear Ratio Pair Specifications
F1 gearbox gear pairs must meet minimum physical specifications to ensure durability and safety. Each gear pair needs to be at least 12mm wide at its root, weigh at least 600g (not counting the shaft), and have smoothed edges with specific angle and radius limits.
Gear Ratio Pair Materials
F1 gearboxes must use steel for their gear ratio pairs, which are the interlocking gears that transfer power from the engine to the wheels. This material requirement ensures durability and consistency across all teams, preventing teams from gaining unfair advantages through exotic or lighter materials.
Reverse Gear
Every F1 car must have a working reverse gear that the driver can use whenever needed during the race. This is a basic safety and operational requirement to ensure drivers can maneuver their cars in any situation.
Automatic Gear Changes
F1 drivers must manually shift gears themselves—the car cannot automatically change gears for them. However, the car's systems can help manage the clutch and engine power during gear changes. This rule ensures drivers remain in full control of their cars and maintains the skill and challenge of driving.
Gear Changing Restrictions
At the start of a race or sprint, drivers are allowed to change gear one time, but only while the car is going slower than 80km/h. This is only permitted if every gear in the car can theoretically reach at least 80km/h when the engine is at its maximum 15,000 RPM.
Gear Selection and Change Initiation
While the car is moving, drivers cannot change what the lowest gear available is. Each gear change must be deliberately selected by the driver and happens right away, unless the engine's over-rev protection system blocks it. The delay time between gear change attempts must stay consistent throughout the race.
Gear Change Duration and Delay
F1 cars have strict time limits for changing gears: downshifts must complete within 300 milliseconds and upshifts within 200 milliseconds. The car's computer must start disengaging the current gear within 80 milliseconds of the driver's request, or the car will be left in neutral or the original gear.
Gearbox Control Inputs
Teams cannot program their gearbox to automatically shift based on where the car is positioned on the track or how far it has traveled. The gearbox control system must use other inputs like throttle position, engine speed, or driver commands—not location data.
Torque Transfer Systems - Prohibition
F1 cars are not allowed to have systems that transfer power from a wheel that's spinning slower to one that's spinning faster. This rule prevents teams from using clever mechanical devices to help one wheel get more grip or traction by taking power from another wheel.
Front Wheel Torque Transfer
F1 cars cannot have a mechanical device that connects the two front wheels together to transfer power between them. This rule ensures both front wheels operate independently and prevents teams from using a linked system that could give an unfair handling advantage.