Regenerative braking isn’t the only way to recharge an F1 car’s battery. The electric motor can act as a generator, siphoning power from the V6—called “super clipping.” But that power isn’t going to the rear wheels, so an F1 car might have 1,005 hp (750 kW) or just 536 hp (400 kW) if the battery is empty. Sometimes it has even less, with up to 335 hp (250 kW) diverted to the motor. Complex algorithms control this, and sudden torque spikes have caused crashes this season.

Next year, the V6 is turned up to 563 hp (420 kW), while the electric motor drops to 402 hp (300 kW). But a thirstier engine needs more fuel, and larger tanks would be too costly under the $215 million annual cost cap. So the F1 Commission approved shorter races next year, from 190 miles (305 km) to 180 miles (290 km).

In 2028, power units rebalance to a 60:40 split. By 2031, it all changes again. The FIA, FOM, teams, and engine manufacturers agreed: instead of 1.6 L V6 turbos, engines will be 3.0 L V8s, still turbocharged. Despite fan desire for naturally aspirated engines, noise restrictions on street circuits rule them out.