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Super clipping has emerged as the defining phrase of Formula 1's 2026 season—a concept that barely registered on most fans' radars before the new cars hit the track in Bahrain. Yet this energy harvesting technique threatens to become as crucial to competitive success as aerodynamic efficiency or qualifying pace.
The phenomenon reveals itself in the sport's perpetual struggle with balance: the 2026 power units represent a near 50/50 power split between the internal combustion engine and battery, fundamentally reshaping how teams approach energy management. This shift has made super clipping an indispensable tool for teams fighting to extract maximum performance from energy-starved machinery.
At its core, super clipping occurs when the MGU-K harvests energy while drivers maintain full throttle—typically at the end of straights or through high-speed corners. Rather than allowing this energy to power the rear wheels, the system redirects it to the battery for later deployment.
The regulations currently permit harvesting at 250kW through super clipping, compared to the 350kW maximum available during braking or lift-and-coast modes. This distinction matters profoundly. While super clipping reduces top speed—Bahrain's Turn 12 witnessed velocity drops of approximately 30km/h with early implementations—it maintains the critical advantage of keeping the active aerodynamic systems in their low-drag "straight mode" configuration. Drivers on full throttle preserve minimal drag, protecting straightline performance despite the power reduction.
By contrast, lift-and-coast harvesting, though offering superior 350kW recovery, forces the active aero into high-drag corner mode, potentially compromising overall laptime.
The debate transcends pure performance metrics. McLaren team principal Andrea Stella has raised serious safety concerns about drivers unexpectedly decelerating when shifting to lift-and-coast strategies near straights' ends, potentially catching following drivers unaware.
Stella's proposed solution: increase super clipping's harvesting limit from 250kW to 350kW, enabling progressive deceleration rather than abrupt throttle interruption. McLaren tested this approach during Bahrain's final session, yielding positive results, though the FIA must weigh broader competitive implications.
The FIA faces a delicate balancing act. Any modification to super clipping limits carries substantial ramifications—manufacturers excelling at energy management could lose competitive advantage. The FIA is simultaneously considering whether to reduce maximum deployment from 350kW to 250kW or even 200kW, extending battery endurance but potentially disadvantaging efficient power unit designs.
As FIA single-seater director Nikolas Tombazis noted: "This is a marathon, not a sprint." The organization intends analyzing early-season race data before implementing definitive changes—a measured approach recognizing that energy management regulations will fundamentally determine the competitive hierarchy.
Super clipping represents far more than technical jargon—it exemplifies 2026's defining challenge: balancing innovation, safety, and competitive equity in motorsport's most profound regulatory overhaul.
He’s a software engineer with a deep passion for Formula 1 and motorsport. He co-founded Formula Live Pulse to make live telemetry and race insights accessible, visual, and easy to follow.
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