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Toto Wolff has publicly backed a proposed adjustment to Formula 1's power unit regulations, declaring his support for shifting the current 50:50 power split between the internal combustion engine and battery systems to a 60:40 ratio in favour of the ICE — a change being discussed for introduction in 2027.
The 50:50 split has been a central pillar of the 2026 engine regulations, pairing the ICE with a significantly beefed-up 350kW battery system. However, the early races of the season exposed a structural weakness in this configuration: super-clipping and lift-and-coast became a recurring issue, particularly during qualifying, where drivers were unable to push flat-out without risking running out of energy before crossing the line.
Temporary fixes were implemented ahead of the Miami Grand Prix, but the concerns surrounding energy management clearly ran deeper. As a result, senior figures within the sport — including representatives from the Power Unit Manufacturers — have entered discussions about a more permanent structural fix: reducing the battery's share of the overall power output to 40%, in line with a 60:40 ICE-favoured split.
For such a change to be approved, a supermajority on the Power Unit Advisory Committee is required. The body comprises F1's five PUMs — Audi, Honda, Ferrari, Mercedes HPP, and Red Bull Powertrains — alongside F1 and the FIA. A supermajority demands the backing of four of the five manufacturers, plus both F1 and the FIA.
The picture is far from straightforward. Honda has indicated flexibility, deferring to whatever direction the FIA chooses. Ferrari and Audi, however, are currently understood to be against the proposed change, with Audi particularly perturbed — the German manufacturer invested heavily in the 50:50 architecture only to see it potentially revised within its very first season. The ongoing power unit driveability struggles Audi has faced on track add yet another layer of complexity to their position.
Speaking to media in Montreal, including RacingNews365, following the fierce intra-team battles at the Canadian Grand Prix, Wolff was unambiguous in his support for the direction of travel.
"Well, it is easier to talk from my position, but I think the races are pretty entertaining," the Mercedes team principal said. "Obviously, the Montreal track layout helps in terms of energy, but I think the changes that we have anticipated, all of us, in adding more power and helping the energy deployment, these are good changes. They mean a compromise from each of the engine manufacturers, but it looks like a sensible approach, but we haven't voted on them."
Wolff's endorsement carries notable weight: Mercedes HPP supplies the class-leading power unit of the current grid, giving the Austrian a credible vantage point from which to evaluate the technical trade-offs. His backing comes at a time when F1's broader engine debate continues to evolve — F1 CEO Stefano Domenicali has already declared support for a future V8 return, underlining how open the conversation around power unit philosophy has become.
No vote has yet been held, and with Audi and Ferrari reportedly resistant, the path to a supermajority remains uncertain.
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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