Automobile racing continues to play a large role in the automotive industry.

Automakers use
modern car racing as a way to boast about racing wins, competing in specific series, and their
sponsorships. Beyond being a place for automakers and brands to show off, modern racing is
impressive for all of the tech and engineering that’s involved. Car racing has evolved to be so
much more than just watching fast cars drive around a track and seeing the best drivers
compete against one another, so we have put together this list of all the major types of auto
racing that you can watch on TV and even take part in.
Car racing is a global phenomenon with races being held around the world at a series of
historic race tracks. On this list, you’ll find everything from iconic 24-hour races to quarter-
mile drag races. Unfortunately, a lot of series aren’t readily available to watch in the U.S. For
car enthusiasts in America, though, you will be able to find NASCAR, drag racing, and Global
Rallycross (GRC) readily available on TV. Thanks to new subscription plans, like F1 TV, you can
also expand your access to different racing series for an affordable monthly fee. If you’re
really looking into racing, there are a few series that you can even compete in.
Open-wheel
Open-wheel racing, also known as formula racing, is widely considered the pinnacle of four-
wheeled motorsport. Only the most skilled drivers in the world are able to compete at this
level, which is important considering the cars on the track are worth untold millions of dollars
(Ferrari alone spent over $400 million on their F1 team in 2019).
The category is broken down into two main types: Formula 1 (or F1) and its derivatives, and
IndyCar, the “American Version” of F1. The vehicles in these classes share many similarities
including an open, single-driver cockpit, exposed wheels (hence the term “open-wheel”), and
a mid-engine layout. They aren’t identical though, so let’s dig into the details below.
Formula 1 Racing
Formula 1 is the most storied and prestigious automotive racing series in the world. It’s come
a long way since its first race way back in 1950, and a modern F1 car is one of the most
technologically advanced automobiles on the planet. All vehicles are equipped with a hybrid
powertrain consisting of a 1.6-liter turbocharged V6 engine and a battery-powered electric
motor. When used in tandem, these systems allow a modern F1 to crank out around 1,000
horsepower. The chassis of F1 cars may appear similar, but unlike their IndyCar cousins, each
manufacturer engineers their own aerodynamics within the framework of the series’ rules
and requirements to generate the maximum possible downforce.
This emphasis on aerodynamics and downforce is one of the major differences between F1
and Indy, as the outrageous downforce of an F1 car allows it to whip through the corners of
a racetrack at unimaginable speeds. Speaking of corners, Formula 1 takes place on a lot of
road and street circuits, which emphasize shorter straightaways and more challenging and
frequent turns. As a result, F1 cars generally accelerate and corner faster than IndyCars,
although IndyCars reach much higher speeds. F1 races are mostly staged on relatively short
circuits all across the world and bounce between a long list of infamous locations from Monte
Carlo to Shanghai. Variations of F1 racing include Formula 2, Formula 3, and Formula E. F2
and F3 are often considered the proving grounds in which F1 drivers show what they’re made
of before moving to the big leagues. Both F2 and F3 drivers share identical vehicles to level
the playing field and reduce the overall cost of entry. These cars are currently equipped with
turbocharged internal combustion engines, which produce 620-hp and 380-hp respectively.
Formula E, on the other hand…
Formula E
Formula E is one of the newer open-top racing series, but has quickly become a competitive
series that’s enjoyable to watch. Unlike the majority of other racing series in the world,
Formula E is where all-electric race cars go head-to-head. The racing series has come a long
way since it first came out and is unlike anything else in the realm of open-top racing. While
Formula E has a similar overall layout to Formula One with practice sessions, qualifying, and
the actual race, there are a few nuances that separate the two. First, there are the cars. They
all look similar because they share the same bodywork. Additionally, Formula E race cars also
share the same battery packs and chassis. Teams are responsible for their own powertrain
components. This is done to keep racing as tight as possible. Unlike other racing series,
Formula E happens on one jam-packed day. The shakedown, practice sessions, qualifying,
Super Pole shoot-out, and E-Prix (race) all occur on the same day. There are a few double-
headers where some events are stretched over two days. Then, you get into the actual racing.
Practice sessions are pretty normal stuff, but qualifying is where things get interesting. Drivers
are divided into four groups based on reverse championship standings. In group qualifying,
each driver has one make-it-or-break-it lap to set their quickest time. The six fastest drivers
from the qualifying group advance to the Super Pole shoot-out where they have one chance
to set a quick lap time to see how the top six on the grid lineup for the race. Each race lasts
for 45 minutes plus an additional lap once the timer runs out. There are a few interesting
things that happen during the race. There’s Attack Mode, which drivers can unlock by driving
through an Attack Mode Activation Zone. It costs some time initially but results in a gain of
power for a short period. Another boost in power can come from Fanboost. It allows fans to
vote for their favorite driver. The drivers with the most votes get an additional short power
boost. Drivers can decide when they want to use the extra power they receive from Fanboost,
adding to the strategic aspect of Formula E. Reports indicate that teams spent around $12
million to run a two-car team in Formula E in 2018-2019. Formula E will be going through
some changes for the 2023 season. For one, the cars themselves are changing, as Gen3 cars
will be used in the upcoming season. These cars look like ornate origami shape and now tip
the scales at just under 1,700 pounds, as they’ve lost over 300 pounds compared to last year’s
cars. The EVs also make more power, as they’re rated at 469 hp instead of 335 hp.
The racing series is also thinking about having a mandatory stop for the vehicles to charge
during a race. Formula E hasn’t officially announced how the pit-stops will work, but they’re
coming back and could see teams utilize rapid-charging systems. So, don’t expect to see the
pit stops where drivers are changing into a second car like they did in the first few seasons.
Other changes you can expect to see from Formula E include new manufacturers like McLaren
and Maserati, the discontinuation of Fanboost, as well as new cities and tracks.
IndyCar
As stated above, IndyCar is often considered the “American version” of Formula 1, but the
cars, rules, and racetracks are actually much different.
For instance, IndyCar races take place on both F1-style road courses and on speedways (aka
oval-tracks) throughout the season. IndyCar races are also much longer than F1 courses,
regularly covering approximately 500 miles per race where F1 races only last about 190 miles.
The cost of IndyCar racing is also much lower, with the average team spending $20 million or
less per season compared to F1’s current cap at $140 million. This “low-cost” alternative is
made possible thanks to the differences in the two series. For instance, every IndyCar on the
track shares the same chassis and aerodynamics package, which are all designed and sold by
a third-party supplier rather than being developed in-house at an outrageous expense. The
same goes for the engines of IndyCar vehicles, which are all 2.2-liter twin-turbo V6s
engineered and sold by either Honda or Chevrolet (each team gets to choose its own engine
supplier). These engines don’t put down quite the power of the current F1 hybrid powerplant,
although at 700+ horsepower, they’re still more than any mere mortal can handle
competently. Interestingly enough, although the engines are rated at lower outputs, IndyCar
races reach much higher speeds than their F1 counterparts. In fact, the winner’s average
speed for the 2021 Indy 500 in Indianapolis was a record-breaking 190 mph!
Other types of open-wheeled racing
There are a few amateur open-wheel series that people can watch, like Formula 1000. These
vehicles race in Sports Car Club of America’s (SCCA) FB series and are powered by 1,000cc
motorcycle engines. The SCCA also handles Formula 3 and Formula 4 races in the U.S. Lastly,
there’s Karting, where racers go around small courses in ultra-light, incredibly powerful, and
specialized karts. If you’re looking to get into open-wheel racing, you might want to look
elsewhere. Karting is the only affordable type of open-wheel racing and it’s the jumping-off
point for the majority of professional drivers. F1 and IndyCar drivers are some of the best
drivers on the planet and, for the most part, they all started with karting as young children.
Additionally, getting into F1 and IndyCar takes hundreds of millions of dollars in sponsorships.
Drivers that may be the best in the world can lose their seats if they don’t bring enough money
to the table.
Sports car
Sports car racing is a close second to open-wheel racing in a popularity contest. This series is
probably the one racing series with the most easily recognizable vehicles as most
manufacturers compete at the GT (Grand Touring) level with vehicles that look a lot like their
high-performance supercars. The Lamborghini Huracan, Ferrari 488, Chevrolet Corvette,
Nissan GT-R, and Porsche 911 are all used as race cars in this series. This series is also home
to the prototype class, which are non-production race cars that have unique bodywork, high-
performance engines, and wild designs. In this series, races can last anywhere between 2.5
and 24 hours. Some of the 24-hour races are some of the more iconic ones in the world,
including the 24 Hours at Daytona, 24 Hours of Nurburgring, and 24 Hours of Le Mans. Yes,
these races really do last 24 hours and are a grueling test for both man and machine.
Automobile Club de L’Ouest (ACO) and the International Motor Sports Association (IMSA) are
a few of the sanctioned organizations that regulate sports car racing. For the next section,
we’re going to use the ACO’s class breakdowns to provide a better idea of how the ultra-fast
prototype cars share the track with GT vehicles. The GT class of race cars is split into two
categories: LMGTE PRO and LMGTE AM. As their names would suggest, the LMGTE PRO series
includes professional drivers, while the LMGTE AM race cars are driven by amateur racers.
The prototype class is also broken into two categories: LMP1 and LMP2. LMP1 includes
hybrids and non-electrified race cars, while LMP2 vehicles come with Gibson 4.2-liter V8
engines and weigh slightly more. Additionally, privateers can race in the LMP2 class, while the
LMP1 category is strictly for professional drivers and manufacturers. Changes will be made in
2024, as the AOC will move to have GT3 race cars replace the current LMGTE race cars. The
SCCA’s classes are slightly different, as the organization has two prototypes and one GT class
for amateur racers. The P1 and P2 prototype classes allow for a wide range of vehicle designs,
while the GT class includes modified “silhouette” replicas of series-produced sports cars.
Touring Car
Unfortunately, Touring Car racing is most popular in Germany, the United Kingdom, the
Netherlands, and Australia. The vehicles that are raced in this series are based on road-going
production vehicles that have been heavily modified. Unlike other race cars on this list, there’s
little that differentiates the vehicles, so there’s plenty of hard competition between drivers.
Races for the Touring Car series vary from sprints (short distances) all the way to endurances
(three hours or more). There are a variety of Touring Car series for enthusiasts to watch,
including Supercars Championship (SC), World Touring Car Cup (WTCC), British Touring Car
Championship (BTCC), and Deutsche Tourenwagen Masters (DTM). A lot of automakers
compete in multiple Touring Car series with similar cars. Since each series has its own set of
rules, the race cars may have different performance and aerodynamic requirements. For the
most part, touring cars produce roughly 600 horsepower and share the same overall design
as their road-going counterparts.

Production Car
This racing series is also known as showroom stock in the U.S. and is one of the more
economical and easier ways for enthusiasts to get into racing. In this series, very lightly
modified or unmodified vehicles race against similarly outfitted cars. The production-based
road cars in this series have strict restrictions to what kind of suspension, tires, wheels,
aerodynamics, brakes, and performance vehicles can be fitted with. This is done to ensure
vehicles are as similarly equipped as possible for racing to remain competitive. This series is
available to professional drivers and amateurs alike. Professional and gentleman racers can
take advantage of “one-make” series where automakers have a range of vehicles that meet
the necessary requirements straight from the factory. Unfortunately, a lot of these
automaker-backed series are reserved for exotic car brands. A few of the more well-known
series include Lamborghini Super Trofeo, Ferrari Challenge, and Porsche Supercup. For
amateur drivers, the SCAA and the National Auto Sport Association (NASA) have a few
production car racing series to compete in. These series are categorized by vehicle age, engine
displacement, vehicle weight, and modification level. For enthusiasts looking to go racing, this
is the most popular style of amateur racing because of its ease of entry and cost-effectiveness.
The majority of production vehicles that race in a series are required to have a few safety
items, like a harness, roll cage, and fire suppression system. Drivers are also required to wear
racing shoes, gloves, a helmet, and a suit. If you’re looking to enter your first actual race,
here’s what you can expect.
Stock car
You might be scratching your head, wondering what stock car racing is. You’ve probably heard
of it as NASCAR and it’s been America’s most popular racing series since it became a thing in
1948. The story of how NASCAR came to be is one that’s worth knowing. Moonshine runners
during the prohibition era made modifications to their vehicles to outrun the police while
maintaining their “stock” appearance. Once moonshiners started to enter national races with
their vehicles, a new racing series was born. Things became official when a mechanic named
William France formed the National Association for Stock Car Racing (NASCAR) in 1948,
uniting the drivers in a single series. While modern NASCAR vehicles wear massive
sponsorships, funky paint schemes, and enormous numbers, they still resemble the stock cars
that they’re based on. All NASCAR racing takes place on oval tracks, while all vehicles are built
on a steel tube chassis, utilize a 5.8-liter V8 engine, and come with a four-speed manual
transmission. NASCAR’s oval layout may not be that exciting compared to road racing courses,
but there’s plenty of action. The races can last up to 500 miles, the cars can hit speeds of 200
mph, and the race cars are inches apart from one another. This is a recipe for disaster, which
is why NASCAR has quite a few spectacular crashes. Amateur stock car racing exists, but it’s
mostly a regional thing with shorter races and smaller oval tracks.
Rallying
Unlike other forms of car racing, rallying, or “stage” rallying, predominantly takes place on
rough terrain like mud, sand, and dirt. Rallying also takes place throughout the entire year, so
drivers have to race in the snow and rain, which results in some exciting racing. There are a
few paved sections, but those are predominantly ways to connect off-road portions. Rallying
also differs from other racing series because teams have to tackle timed sections where the
passenger acts as a co-driver, giving the driver directions on a section. These directions are
called “pace notes” and they’re a shortened code that the co-driver reads aloud to the driver
so they know what’s coming up. The most obvious series when talking about rallying is the
World Rally Championship (WRC). Over the course of a year, WRX consists of 13 events that
last three days each. Race cars that take part in WRC are based on production cars but have
been modified for maximum attack with highly modified 1.6-liter turbocharged four-cylinder
engines, sequential manual transmissions, high-tech all-wheel-drive systems, and aggressive
body kits. While rally cars may look small, they pack a massive punch with roughly 600
horsepower. There are quite a few different types of grassroots rallying that enthusiasts can
take part in, though you’ll want a car that you won’t mind getting dirty and beat up. The most
common type of amateur rallying is Rallycross. Rallycross is essentially autocross on dirt
terrain and can be done in practically any vehicle without any modification. This racing series
is offered nationwide and all you really need is a helmet. The next step up is Rallysprint, which
is a single-day event where racers cover a few small stages. To compete in Rallysprint, vehicles
need to be fitted with some safety equipment like a roll cage.
Drag
Drag racing is one of the oldest forms of motor racing. While things may not have been official,
drivers have always raced against one another in short drag races between the lights. Drag
racing may seem easy; rev the engine, wait for the light to turn green, then floor it, but
modern drag racing is far more technical than that. Timing, aerodynamic drag, and grip are
everything. Brakes and stopping power also play a major role, as cars are hitting insane speeds
over short distances and need to come to a stop quickly.
For enthusiasts that want something easy to jump into, few car racing series are as simple as
drag racing. Two or more vehicles line up next to one another with an eight- or quarter-mile
stretch of tarmac in front of the cars. A “tree,” which is similar to a stoplight, signals the start
of the race when it goes from red to a series of yellow lights before turning green. The car
that crosses the line first is the winner. Crossing the starting line before the tree turns green
results in a penalty, while crossing one of the sidelines results in a disqualification or a
canceled run. In the U.S., the National Hot Rod Association (NHRA) is the largest body that
governs drag racing. There are multiple vehicle classes that range from lightly modified
production vehicles to dedicated dragsters with parachutes. If you’re looking for the most
exciting drag vehicles, you’ll want to look at top fuel dragsters. These 25-feet-long vehicles
are oddly shaped with tiny front tires and monstrous rear tires. The odd design helps them
hit speeds of up to 330 mph in a matter of a few seconds.
Enthusiasts can take advantage of amateur drag racing events at a local drag strip. Events
range from short weeknight sessions to competitions that last the entire weekend. Drag
racing is one of the easier series for enthusiasts to take part in, as all that’s really needed is a
helmet. For owners of high-horsepower vehicles, going to a local drag strip is the safest and
best way to see how fast their car really is.
Simulation
This type of racing has become insanely popular during the COVID-19 pandemic, as
enthusiasts and gamers alike can race virtual cars from the comfort of their homes. Simulation
racing, or sim racing for short, is available to anyone – even young enthusiasts without a
driver’s license – with access to a computer, video game console, and steering wheel (ideally).
Some may scoff at the idea of racing virtual cars, but real race car drivers regularly use
simulators to learn tracks. Modern sim racers account for things you’ll have to interact with
when behind the wheel of a real car, like damage, tire wear, fuel usage, suspension, grip, and
weather. A few companies have gone above and beyond by making hardware that recreates
motions and bumps that a driver would feel in a real car. High-end racing wheel
manufacturers have also created direct replicas of real racing wheels that professional drivers
use, too. Out of all of the types of car racing we’ve covered, sim racing is the most cost
effective and the easiest one to get into, but that doesn’t mean it’s a joke. Racing, depending
on which simulator you’re using, is fierce and you’re likely to run into both pros and amateurs
that are serious competitors. Some simulators offer different types of series and the ability to
race in multiple classes of vehicles, heightening its appeal. For the ultimate racing simulation
experience, you can even run your races through a VR headset like the Oculus Rift S or HP
Reverb. Combined with a properly simulated cockpit, it’s easy to forget you’re still sitting still
in the safety of your own home. The experience feels so authentic you’ll need some getting
used to, as we’ve seen more than a few people get sick to their stomach after rolling a
simulated race car off a steep mountain pass…

Expert Commentary And Analysis On The Latest Issues And Legal Developments In The World
Of Sport

Briatore Wins Appeal Against FIA Decision

By Jamie Horner and James Thorndyke, Ashfords LLP.

The Tribunal de Grande Instance in Paris has today confirmed that it has upheld ex Renault
F1 Team Principal Flavio Briatore's appeal against the FIA World Motor Sport Council.

The Tribunal de Grande Instance in Paris has today confirmed that it has upheld ex Renault
F1 Team Principal Flavio Briatore's appeal against the FIA World Motor Sport Council (“the
WMSC”) ruling that effectively banned him from all forms of motorsport for an unlimited
period

The Court stated that there had been "irregularities" in the original WMSC Decision.

In response to the WMSC's decision which effectively imposed a lifetime motorsport ban on
him, Mr Briatore had claimed that his right to a free and fair defence to the charges brought
against him by the FIA was flouted. Briatore's legal team subsequently filed the appeal against
the WMSC's decision in October 2009.

The WMSC had imposed an unlimited ban on Flavio Briatore following an extraordinary
meeting to consider Nelson Piquet's deliberate crash at the Singapore Grand Prix in 2008, on
21 September 2009. It had indicated that the basis for its decision against Mr Briatore had
been his continuing denial of any involvement in the matter despite the evidence that the FIA
allegedly uncovered during its investigations into Piquet's crash which suggested otherwise.
The WMSC had ruled that for an unlimited period:

the FIA does not intend to sanction any International Event, Championship, Cup, Trophy,
Challenge orSeries involving Mr Briatore in any capacity whatsoever, or grant any license to
any Team or other entity engaging Mr Briatore in any capacity whatsoever;
Mr Briatore will not be permitted to attend any areas under the FIA’s jurisdiction at FIA
sanctioned events; and
the FIA will not renew any super licence granted to any driver who is associated in any way
(through management contract or otherwise) with Mr Briatore.

What effectively constituted a lifetime ban from all forms of motorsport also had a potentially
serious impact on Briatore's sports management company, FFBB, and also his involvement
with Championship Football Club Queen's Park Rangers. Pat Symonds, who was handed a five-
year ban on similar terms to Briatore has also had his suspension overturned. Messrs. Briatore
and Symonds were also seeking substantial damages against the FIA of $1.5 million, but have,
in fact, been awarded €15,000 and €5,000 respectively by the French Court. The Court also
ordered that the FIA must pay Briatore and Symonds within 15 days of the judgment,
otherwise they will liable to pay a penalty of €10,000 per day.

Mr Briatore's lawyer, Philippe Ouakrat, was quoted as saying that it was "...almost an
exceptional outcome..." for his client and that "...we are in a situation in which Mr. Briatore
is reinstated in all his capacities to act in Formula One or motor sports...It's just great news."

Mr Ouakrat had reportedly argued that Mr Briatore's suspension was a consequence of his
tense relationship with then-FIA president Max Mosley, and that the WMSC had exceeded its
authority by imposing a sanction on individuals.

The FIA's lawyer Jean-Francois Prat has reportedly confirmed that the FIA was likely to appeal,
which could prevent Flavio Briatore from returning to the sport until the appeal process has
run its course.

The news broke on the same day that Renault F1, who were handed a two-year suspended
ban at the WMSC hearing and are now co-owned by Gerard Lopez's Luxembourg-based fund
Genii Capital, unveiled that its new Team Principal would be Eric Boullier. The 36 year- old
Frenchman has no Formula One experience but has managed the DAMS team in the junior
GP2 series as well as running the French entry in the A1 GP championship. Boullier is also
Chief Executive of Gravity Sport Management, which is also owned by Genii Capital.

Formula One accuses FIA head of commercial interference

Ben Sulayem, an Emirati elected in 2021 to the top job at Formula One's governing body, took
to Twitter on Monday after Bloomberg reported Saudi Arabia's Public Investment Fund (PIF)
explored a bid for more than that amount.
Liberty Media-owned Formula One has accused FIA president Mohammed Ben Sulayem of
interfering with its commercial rights by publicly questioning a reported $20 billion valuation
of the sport.
Ben Sulayem, an Emirati elected in 2021 to the top job at Formula One’s governing body, took
to Twitter on Monday after Bloomberg reported Saudi Arabia’s Public Investment Fund (PIF)
explored a bid for more than that amount. “As the custodians of motorsport, the FIA, as a
non-profit organisation, is cautious about alleged inflated price tags of $20bn being put on
F1,” Ben Sulayem said on his personal account. “Any potential buyer is advised to apply
common sense, consider the greater good of the sport and come with a clear, sustainable
plan — not just a lot of money He suggested the FIA had a duty to consider the possible
negative impact on fans and promoters, who might have to pay more.
The comments followed his support this month for Michael Andretti’s bid to enter an 11th
team on the grid — a move most existing teams are resistant to because of the dilution of
revenues.
They also fuel the sense of an emerging turf war between the governing body and a
commercial rights holder eager to grow an expanding and increasingly popular championship
in new directions.
Sky Sports News reported that Formula One’s legal head Sacha Woodward Hill and Liberty
Media counterpart Renee Wilm had sent a joint letter to the FIA accusing the governing body
of exceeding its remit. The FIA ultimately owns the rights to the championship but signed
them over to former supremo Bernie Ecclestone’s Formula One Management in a 100-year
deal in 2001 as part of a separation of commercial and regulatory activities.
“The FIA has given unequivocal undertakings that it will not do anything to prejudice the
ownership, management and/or exploitation of those rights,” Sky quoted Formula One’s
letter as saying.
“We consider that those comments, made from the FIA president’s official social media
account, interfere with those rights in an unacceptable manner.” The letter, sent to the FIA’s
World Motor Sport Council, said the comments risked exposure to “serious regulatory
consequences” and the FIA could also be liable.
“Any individual or organisation commenting on the value of a listed entity or its subsidiaries,
especially claiming or implying possession of inside knowledge while doing so, risks causing
substantial damage to the shareholders and investors of that entity,” they said.

https://www.lawinsport.com/topics/item/a-summary-of-regulatory-issues-in-motorsport
refer above for Key Issues In The Regulatory Structure Of Motorsport

https://kluwerlawonline.com/journalarticle/European+Business+Law+Review/18.6/EULR20
07048
legal issues in motorsport management

EMA STATEMENT ON THE STATUS OF THE RECOGNIZING THE PROTECTION OF MOTORSPORTS

(RPM) ACT
DIAMOND BAR, Calif. (Dec. 22, 2022) – SEMA and PRI must share that despite strong
Congressional backing and extraordinary support from the racing community, the 2021-2022
Congressional session is ending without passage of the RPM Act.

Key negotiators in Congress could not reach an agreement on bill language that balanced the
need for federal law to protect racers and motorsports parts businesses from EPA
enforcement with reasonable measures to ensure that race parts are not used on vehicles
driven on roads and public highways.
The RPM Act made incredible progress in the 2021-2022 session of Congress. In addition to
more than 1.5 million letters advocating for the RPM Act from the grassroots motorsports
community to Congress, SEMA and PRI worked with Richard Petty to meet personally with
key lawmakers in Washington, D.C., and with NHRA Top Fuel driver Antron Brown to testify
before the U.S. Senate Environment and Public Works Committee.

SEMA and PRI thank the RPM Act’s lead sponsors, the Senate Environment & Public Works
(EPW) Committee, and the House Energy & Commerce Committee for their efforts to advance
the RPM Act over the course of this year. Their leadership was integral throughout this
process, despite the outcome.

"We wouldn’t have made it this far without this incredible effort by so many of our members,”
said SEMA President and CEO Mike Spagnola. “The RPM Act was one of the most bipartisan
bills in the 117th Congress with over 165 lawmakers cosponsoring the legislation. SEMA and
PRI will leverage the momentum we built during this congressional session, assess the current
challenges the industry faces, and chart a new path forward for the industry’s advocacy
efforts at both the federal and state levels.”

SEMA/PRI will continue its advocacy work to bring needed certainty to the racing community
to protect a great American pastime and hundreds of thousands of jobs in communities
throughout the country.

About SEMA
SEMA, the Specialty Equipment Market Association founded in 1963, represents the $50.9
billion specialty-automotive industry. The industry provides appearance, performance,
comfort, convenience and technology products for passenger and recreational vehicles.
Association resources include market research, legislative advocacy, training and product
development support, as well as leading trade shows such as the SEMA Show in Las Vegas,
Nev., and the Performance Racing Industry (PRI) Trade Show in Indianapolis, Ind.

PROTECT YOUR RIGHT TO RACE! THE EPA IS BANNING RACECARS. TELL CONGRESS TO PASS
THE RPM ACT AND STOP THE EPA FROM DESTROYING MOTORSPORTS. YOUR MEMBER OF
CONGRESS NEEDS TO HEAR FROM YOU!

Street vehicles—cars, trucks, and motorcycles—can't be converted into racecars according to

the EPA.
The EPA has announced that enforcement against high performance parts—including
superchargers, tuners, and exhaust systems—is a top priority.
Even if you are one of the hundreds of thousands of enthusiasts who contacted Congress in
the past, we need your support again!
Tell the bureaucrats in Washington that racecars are off limits!

2026 FORMULA 1 POWER UNIT SPORTING REGULATIONS

ARTICLE 1: GENERAL PROVISIONS
1. 1.1 Regulatory Framework

In order to be eligible to homologate a Power Unit in the 2026-2030 period, a Power Unit
Manufacturer (“PU Manufacturer") must observe, during the 2022-2025 period, these 2026
Power Unit Sporting Regulations.

In their present form, these Sporting Regulations contain only matters related to the PU
Manufacturers. In due course, the 2026 Sporting Regulations will be extended to include the
complete Sporting Regulations necessary for Competitors and Power Unit Manufacturers.

The Articles included in this edition will be consequentially re-numbered and adjusted at the
FIA’s discretion, while not affecting the fundamental content or the provisions.

2. 1.2 Definitions

Parameters not otherwise defined in these Sporting Regulations, shall be assumed to have the
definition provided in the 2022 FIA Formula 1 Sporting Regulations.

3. 1.3 Initial scope and perimeter of these Sporting Regulations

1. In their present form, these Sporting Regulations primarily regard matters related to the
1.3.1
Power Units that will be used in the FIA Formula 1 World Championship starting from 2026.
In due course, they will be extended to include the complete Sporting Regulations necessary
for Competitors and Power Unit Manufacturers.
2. 1.3.2 The Articles that will be added during this process, any consequential re-numbering of
the Articles already included, or any re-organisation of this document will not be subject to
the approval by the Power Unit Manufacturers, provided that the matters affecting the Power
Unit do not get altered.
3. 1.3.3 Any missing provision or definition in these Sporting Regulations, shall be assumed to be
equivalent to the 2022 FIA Formula 1 Sporting Regulations. Should such omission have a
significant impact on the operations of PU Manufacturers developing a 2026 Power Unit,
Power Unit Manufacturers may ask the FIA for guidance. Such guidance will be communicated
to all Power Unit Manufacturers.

4. 1.4 Breaches

In case of any alleged breach of the 2026 PU Sporting Regulations or 2026 PU Technical
Regulations committed by a Power Unit Manufacturer and in accordance with the provisions
of the FIA International Sporting Code and of the FIA Judicial and Disciplinary Rules, the FIA
may, initiate disciplinary proceedings against:

o - the Power Unit Manufacturer; and/or

o - their Nominated (or works / factory) Competitors, as declared by the PU
Manufacturer in accordance with Article 1.2.1 of Appendix 5 of the Technical
regulations; and/or
o - all their Customer Competitors, as declared by the PU Manufacturer in accordance
with Article 1.2.1 of Appendix 5 of the Technical regulations
 In the course of the above proceedings, the FIA may enter into a settlement
agreement with the relevant party or parties in accordance with the FIA Judicial and
Disciplinary Rules.

5. 1.5 Sanctions

In addition to any of the sanctions listed in the FIA International Sporting Code, the following
sanctions may be imposed for breach of the 2026 PU Sporting Regulations or 2026 PU
Technical Regulations:

AreductionofthePowerUnitTestBenchOperatingHours,asdefinedin§3.7of Appendix 1 of the 2026 PU

Sporting Regulations and/or further limitations on the ability to conduct Engine Test Bench testing,
ERS Test Bench testing or other Testing in respect of Power Units to be homologated for supply to F1
Teams in respect of the Championships taking place from 2026 onwards;

A reduction of the Power Unit Cost Cap amount, as defined in the 2026 PU Financial Regulations;

AdeductionofDrivers’Championshipand/orConstructors’Championshippoints awarded to the

Nominated Competitor of the relevant Power Unit Manufacturer for the Championship that took place
within the Reporting Period of the breach;

AdeductionofDrivers’Championshipand/orConstructors’Championshippoints awarded to the

Nominated Competitor and to all Customer Competitors of the relevant Power Unit Manufacturer for
the Championship that took place within the Reporting Period of the breach;

limitations on the ability to make future upgrades to the specification of the Power Unit that is
currently homologated for supply to F1 Teams;

divesting of right for its Power Units to be homologated for supply to F1 Teams in respect of any
Championship seasons from 2026 onwards

provided that the penalty specified in Article 1.4(c) shall only be applied with respect to the Full Year
Reporting Period (as defined in the 2026 PU Financial Regulations) immediately following the date of
the imposition of the sanction (and subsequent Full Year Reporting Periods, where applicable); and
provided that the penalties specified in Article 1.4(d),1.4(e) and 1.4(h) cannot be applied prior to 1
January 2026.

ARTICLE 2: POWER UNIT SPORTING MATTERS 2.1 Power Unit usage

1. 2.1.1The only pPower uUnit that may be used at a Competition during the 2026-2030
Championship seasons is a pPower uUnit which is constituted only of elements that were in
conformity, at the date they were introduced in the race pool, with the latest submitted and
approved homologation dossier as defined in Appendix 4 of the Technical Regulations.
2. 2.1.2 In each Championship Season, unless a driver drives for more than one (1) Competitor
(see Article 2.1.6(c) below), and subject to the additions described below, each driver may use
no more than:
o - 3 engines (ICE): subject to the provisions of Article 2.1.4, an engine, for the purposes
of this Article, will be considered to be all the components respectively listed as “ICE”
and “INC” in the “PU Element” and “Sealed Perimeter” Columns in Appendix 3 of the
Technical Regulations.
 o -3 turbochargers (TC): a turbocharger, for the purposes of this Article, will be
considered to be all the components respectively listed as “TC” and “INC” in the “PU
Element” and “Sealed Perimeter” Columns in Appendix 3 of the Technical Regulations.
o - 3 exhaust sets (EXH): an exhaust set, for the purposes of this Article, will be
considered to be all the components respectively listed as “EXH” and “INC” in the “PU
Element” and “Sealed Perimeter” Columns in Appendix 3 of the Technical Regulations.
The four elements constituting an Exhaust set, deemed to be the left-hand primaries,
right-hand primaries, left hand secondary, right hand secondary, will be considered
separately for the purposes of this Article.
o - 2 energy store and control electronics units: subject to the provisions of Article
2.1.4, an energy store and control electronics unit, for the purposes of this Article, will
be considered to be all the components respectively listed as “ES” and “INC” in the
“PU Element” and “Sealed Perimeter” Columns in Appendix 3 of the Technical
Regulations.
o - 2 MGU-K: MGU-K, for the purposes of this Article, will be considered to be all the
components respectively listed as “MGUK” and “INC” in the “PU Element” and “Sealed
Perimeter” Columns in Appendix 3 of the Technical Regulations.
3. 2.1.3 Each driver will be permitted to use an additional unit for each of the Power Unit
elements listed in Article 2.1.2 in the following conditions:
1. In2026
2. IfthePowerUnitusedissuppliedbyaPUManufacturerwhohasnotsuppliedPower Units in
2026 and is in its first year of supplying Power Units.
4. 2.1.4 Ancillary components, included in the Sealed perimeters defined in Article 2.1.2, are
subject to the following additional provisions:
0. An additional such component may be used per Championship Season for each driver.
1. Within the limits of (a), such components may be transferred between sealed
elements without incurring a penalty.

The following components (with their corresponding line number in the table of Appendix 3)
are covered by the provisions of this Article:

- Component XYX (line NN)

6. If a driver is replaced at any time during the Championship his replacement will be
2.1.6
deemed to be the original driver for the purposes of assessing Power Unit usage.
7. 2.1.7 Should a driver use more Power Unit elements than the numbers prescribed in Articles
2.1.2 and 2.1.3 of any one of the elements during a Championship, a grid place penalty will be
imposed upon him at the first Competition during which each additional element is used.
Penalties will be applied according to the following table and will be cumulative:
1. The first time an additional element is used: Ten grid place penalty.
2. The next times an additional element is used: Five grid place penalty.

Any of the elements listed in this Article 2.1 will be deemed to have been used once the car’s
timing transponder has shown that it has left the pit lane.

During any single Competition, if a driver introduces more than one of the same pPower uUnit
element, which is subject to penalties, only the last element fitted may be used at subsequent
Competitions without further penalty.
 8. After consultation with the relevant Power Unit Manufacturer the FIA will attach seals to
2.1.8
each of the relevant elements of the Power Unit prior to them being used for the first time at
a Competition in order to ensure that no significant moving parts can be rebuilt or replaced.

Within two hours of the end of the post-race parc fermé additional seals will be applied to all
used pPower uUnit elements in order to ensure that they cannot be run or dismantled
between Competitions. The sealing method must be agreed with the Technical Delegate.

Upon request to the FIA these additional seals will be removed 24 hours before the start of
the next Competition at which the Power Unit elements are required. All such Power Unit
elements must remain within the Competitor’s designated garage area when not fitted to a
car and may not be started at any time during a Competition other than when fitted to a car
eligible to participate in the Competition.

If any of the FIA seals are damaged or removed from the relevant components within the
Power Unit after they have been used for the first time those parts may not be used again
unless they were removed under FIA supervision.

9. 2.1.9 The parts listed as “EXC” in Column 5 of Appendix 3 of the Technical Regulations may be
changed without incurring a penalty under Article 2.1.7 of those these Sporting Regulations.
If changing any of these parts involves breaking a seal this may be done but must be carried
out under FIA supervision. Any parts changed may only be replaced by parts homologated in
accordance with Appendix 4 of the Technical Regulations.

2.2 PU Manufacturer Factory Shutdown Periods

1. All PU Manufacturers must observe two a shutdown periods:

2.2.1
1. a) The first period of fourteen (14) consecutive calendar days during the months of
July and/or August. If two consecutive Events during this period are separated by only
seventeen (17) days a shutdown period of thirteen (13) consecutive calendar days
must be observed.
2. b) The second period, only from 2023, of nine (9) consecutive calendar days starting
on the 24 December.
2. 2.2.2 For the period 2022-2025, the shutdown periods for PU Manufacturers who have
homologated Power Units for the 2022-2025 Championships must be concurrent between the
two Power Unit programmes (2022-2025, and 2026-2030).
3. 2.2.3 If a PU Manufacturer or affiliate to a PU Manufacturer has factories based in countries
where law and/or unions impose a different closing week, these factories may replace one
week out of two weeks of the shutdown period specified in Article 24.2.1a) by the locally
imposed week and have their second shutdown period specified in Article 24.2.1b) starting no
laterthan 31 December. PU Manufacturers affected by this must make a declaration to the FIA
that their staff concerned will not be permitted to transfer to work in the country that isn’t
shutdown during these periods.

4. For each year, PU Manufacturers must notify the FIA of their intended shutdown periods
2.2.4
within thirty (30) days of the start of the Championship of that year.
5. 2.2.5 During the shutdown periods no PU Manufacturer or affiliate to a PU Manufacturer may
carry out or instruct a third-party supplier to carry out any of the following activities for or on
behalf of the PU Manufacturer:
 1. Anyworkactivitybyanyemployee,consultantorsub-contractorengagedindesign,
development or production (excluding any work activity to be undertaken at the
circuit in preparation for the Event immediately following the shutdown periods).
2. OperationoruseofanytestbenchexceptasspecificallypermittedbyArticle2.2.6. During
the shutdown periods no occupancy hours nor operation hours may be incremented
neither unrestricted test bench hours for projects connected to Formula One.
3. Operation or use of any computer resource for simulations except as specifically
permitted by Article 2.2.6.
4. ProductionordevelopmentofPowerUnitparts,testparts,carparts,ortooling.
5. Sub-assemblyofPowerUnitpartsorassemblyofPowerUnits.
6. 2.2.6 During above:

cars.

2. Workonanytestbenchorcomputerresourceforthepurposesofmaintenanceor
modifications to the facility (at the exclusion of any activity defined as Restricted
Power Unit Testing or as Commissioning in Appendix 1 of these Sporting Regulations).
3. Any activity the sole purpose of which is supporting projects unconnected to Formula
One, subject to the written approval of the FIA.
7. 2.2.7 Each Power Unit Manufacturer must notify its suppliers of the dates of its shutdown
periods and must not enter into any agreement or arrangement with the intention of
circumventing the prohibition on the above activities.
8. 2.2.8 For 2022, the provisions of this Article 2 will not apply to New PU Manufacturers, as
defined in Appendix 5 of the Technical Regulations.

the shutdown periods the following activities will not be considered a breach of the a.

APPENDIX 1: POWER UNIT TEST BENCH RESTRICTIONS

1. Definitions

1. 1.1 2022 PU: Power Unit designed to comply with the 2022-2025 Technical Regulations
2. 1.2 2026 PU: Power Unit under development, intended to comply with the 2026-2030
Technical Regulations, including any preliminary components or work leading to that ultimate
goal.

2. Power Units Test Benches

1. Restricted Power Unit Testing of Power Unit elements may only be tested carried out using
2.1
Test Benches as defined in Articles 2.2, 2.3, 2.4, 2.5 and 2.6 of this Appendix, collectively
referred to as Power Unit Test Benches (PUTBs).
2. 2.2 Single-Cylinder Dynamometer

A Single-Cylinder Dynamometer is a test bench facility cell where a fired engine with only one
cylinder representative of a Formula 1 engine may can be tested. In addition to test bench
components, this bench may only include and is limited to the following Power Unit and car
components:

1. Items listed as “ICE” in column “PU ELEMENT” the table of Appendix 3 of the Technical
Regulations
 2. The clutch and clutch actuation system.
3. Fuel, engine oil and PU related liquids other than fuel and engine oil.

A Single-Cylinder Dynamometer must only have a single power take-off / drive consist of a
single mechanical input motor/absorber connected either directly, or through a test bench
gearbox, to the single cylinder ICE output shaft.

The maximum number of Single-Cylinder Dynamometers used at any time by a PU

Manufacturer for 2026 development is 3.

3. 2.3 Power Unit Dynamometer

A Power Unit Dynamometer is a test bench facility cell where a fired engine, with more than
one cylinder with or without all or part of the ERS system, representative of a Formula 1 Power
Unit may can be tested. In addition to test bench components, it may only include and is
limited to the following pPower uUnit and car components:

1. Items listed as one of “ICE”, “EXH”, “TC”, “MGUK”, “ESME” or “PU-CE” in column “PU
ELEMENT” of the table 1 of Appendix 3 of the Technical Regulations
2. The clutch and clutch actuation system.
3. Fuel, engine oil and PU related liquids other than fuel and engine oil.
4. Secondary charge air coolers.
5. The PU intake upstream of compressor inlet up to and including the air filter.

A Power Unit Dynamometer must only have a single power take-off / drive consist of a single
mechanical input motor/absorber connected either directly, or through a test bench gearbox,
to the ICE output shaft. A dynamometer splitter gearbox that connects two dyno motor /
absorbers with a pair of identical single mechanical input motors/absorbers coupled by means
of a test bench splitter gearbox having a single connection to the single ICE output shaft will
be considered compliant with this requirement.

The maximum number of Power Unit Dynamometers used at any time by a PU Manufacturer
for the development of the 2026 PU is 3.

4. 2.4 Power Train Dynamometer

A Power Train Dynamometer is a test bench facility cell where a Power Unit, a transmission
Formula One car gearbox and certain car components can be tested together. In addition to
test bench components, it may include and is limited to the following pPower uUnit and car
components:

1. All Items listed in Article 2.3 of this Appendix.

2. A Formula One car gearbox or dynamometer splitter gearbox
3. Driveshafts and any components associated with their operation (such as joints,
grease and housings).
4. Heat exchangers for gearbox oil and accessories associated with their operation

(including but not limited to housings, tubes, pipes, hoses, supports, brackets and
fasteners).
 5. Heat exchangers and their associated accessories (including but not limited to
housings, tubes, pipes, hoses, supports, brackets and fasteners).
6. A representation of the surfaces of the chassis rearward of Xpu= -900.
7. Bodywork or close representations of bodywork associated with the air intake and
exit of heat exchangers and compressor inlet provided that this is for the sole purpose
of representing air flow into or out of heat exchangers or the compressor inlet.
8. Bodywork or close representation of bodywork and heatshields rearward of Xpu = -760
or the rearmost surface of the seatback bulkhead, and for the sole purpose of
representing the Power Unit thermal environment.
9. Fuel system excluding the fuel tank which must be of a specification which cannot be
used on a Current Car.
10. Exhaust tailpipe.
11. Hydraulic components listed in items 49 and 51 of table 1 of Appendix 3 of the
Technical Regulations.
12. Additional items required for this test bench at the sole discretion of the FIA.

A Power Train Dynamometer may must consist of a pair of identical single mechanical input
motors/absorbers have up to two power take-offs / drives. A test bench dynamometer splitter
gearbox that connects two dyno motors/absorbers with a single ICE output shaft may be used
in place of item b. above.

The maximum number of Power Train Dynamometers used at any time by a PU Manufacturer
for the development of the 2026 PU is one. This A Power Train Dynamometer may also be
owned by the “Works” Competitor supplied with the Power Units by the PU Manufacturer.

Non-works customer Competitors may use the PU Manufacturer’s Power Train

Dynamometer, or own or rent such a facility. Any testing for a non-works customer
Competitor is defined by Article 5 4 of this Appendix.

5. 2.5 Full Car Dynamometer

A Full Car Dynamometer is a test bench facility cell where a complete Power Unit and car, can
be are tested together, except under the provisions of 2.8 d) below, in order to test the Power
Unit and the car systems. Selected components may be removed or replaced only to permit
the mounting of the car on the dynamometer and reliable operation, subject to the prior
approval of the FIA for functionality reasons.

A Full Car Dynamometer must consist of a minimum of two single mechanical input
motors/absorbers and may have a power take-off / drive up to one for each wheel of the

The maximum number of Full Car Dynamometers used at any time by a PU Manufacturer for the
development of the 2026 PU is one. This A Full Car Dynamometer may also be owned by the “Works”
Competitor supplied with the Power Units by the PU Manufacturer.

Non-works customer Competitors may use the PU Manufacturer’s Full Car Dynamometer, or own or
rent such a facility. Any testing for a non-works customer Competitor is defined by Article 5 4 of this
Appendix. In the event that a Full Car Dynamometer facility is rented or owned by a non-works
customer Competitor and they elect to use this facility solely for the purposes permitted by Article
4.2.1, subject to the prior approval of the FIA, such facility may be used temporarily during maximum
four separate periods of up to three weeks each per calendar year in addition to the Full Car
Dynamometer already declared by the respective PU Manufacturer under Article 2.8 d).
 6. 2.6 ERS Test Benches

An ERS Test bench is a test facility which can simultaneously test at least:

1. The Energy Store (ES) and the MGU-K or

2. The MGU-K and the Control Electronics (CU-K) or
3. The Control Electronics (CU-K) and the Energy Store (ES)

Any testing of the above components as part of a Power Unit Dynamometer Test Bench, a
Power Train Dynamometer Test Bench or a Full Car Dynamometer Test Bench is not
considered an ERS Test Bench.

The maximum number of ERS Test Benches used at any time by a PU Manufacturer for the
development of the 2026 PU is 2.

A PU Manufacturer may also have one additional Test Bench to test the Energy Store in
isolation (An ES Test Bench).

7. 2.7 Requirements for all PUTBs

The following additional requirements apply to all PUTBs:

1. Each PUTB must operate at a test cell pressure within +/-10mBar of ambient.
However, methods to mimic a reduced ambient pressure at the air inlet or exhaust
exits are permitted.
2. Each PUTB must be stationary in space. Furthermore, engine or MGU-K output shafts
must be horizontal
3. There must not be any force actuators or suspension displacement actuators acting
on the PUTB and any of the PU elements or car components under test.

Any Test Bench facility designed to emulate one of the PUTBs listed in this Article in such way
as to circumvent the restrictions of this Appendix will not be allowed. Any functionality or
additional test items required by a PU Manufacturer for one of the PUTBs must be authorised
by the FIA at its absolute discretion, and (if accepted) will be communicated to all PU
Manufacturers.

8. 2.8 Limits on the number of Power Unit Test Benches and Declaration

Before they can be used for Restricted Power Unit Testing Eeach PU Manufacturer must
submit, by 1 December of the preceding year, a declaration to the FIA, providing, for of each

These PUTBs must comprise of up to a maximum of:

1. a) Three Single-Cylinder Dynamometers

2. b) Three Power Unit Dynamometers
3. c) One Power Train Dynamometer

4. d) One Full Car Dynamometer

 If a PU Manufacturer does not declare another test bench facility cell as a Power Train
Dynamometer according to c) above this Full Car Dynamometer may also be used as a Power
Train Dynamometer as described in Article 2.4.

5. e) Two ERS Test Benches

6. f) One ES Test Bench

This declaration must contain the following information:

• - PUTB Name and ID

• - Location & ownership
• - Usage plan
• - Detailed dDescription of its functionality

PU Manufacturers who also have a 2022 PU program, must provide details of the PUTBs used
for the 2022 PU, even if they are not intended for 2026 PU development.

For the avoidance of doubt, the above submission must be made for any PUTB, including ones
owned by a supplier or another legal entity.

Any other Test Benches, which may be deemed to offer similar benefits, must also be
declared.

During a calendar year, the PU Manufacturer may change the PUTBs in use at any time (as
limited for each PUTB type by Articles 2.2, 2.3, 2.4, 2.5 and 2.6 of this Appendix) in order to
allow for any commissioning or decommissioning of PUTBs, a facility relocation or because of
any force majeure reasons. Such changes of declared PUTBs must be first agreed with the FIA
and an updated declaration submitted in order to ensure that no competitive advantage is
obtained, and that the intention of the limits imposed in Articles 2.2, 2.3, 2.4, 2.5 and 2.6 of
this Appendix are not circumvented.

3. Power Unit Test Benches Operational Restrictions

Testing Periods

The usage of PUTBs has an annual limit (defined in Article 3.7 of this Appendix) and is
furthermore controlled by five Testing Periods of ten working weeks each. The calendar will
be shared by the FIA at the end of the previous year.

PUTB usage monitoring

PU Manufacturers are required to carry out a detailed monitoring and recording of the activity
of their PUTBs by using FIA-approved hardware and software. Details of this software and
hardware may be found in the Appendix to the Regulations.

Any work carried out for the 2022 PU (defined in Article 1.1) will be considered as work for
the 2026 PU, and hence bound by the provisions of this Appendix, unless the PU Manufacturer
can demonstrate to the FIA that the work was carried out solely for the development of the
2022 PU. The FIA will issue guidance about the criteria that need to be satisfied and the
information that needs to be provided in order to prove this. Such information may include
Power Unit parameters (e.g., fuel flow, rpm, power) and a detailed description of the
 complete BOM of the 2022 PU elements that are being tested. This guidance may be found in
the Appendix to the Regulations.

In all cases, and for each PUTB at the start of a run (a run being defined here as the time from
when the Operation Hours quantity starts to be incremented to the time when this stops
quantity stops increasing for a period of longer than one minute), photographic and
component identification records must be retained to enable the FIA to confirm the pPower
uUnit Test Bench definition and the purpose of testing. In order to check on the hardware
employed by the PU manufacturers and as a means of assuring common application of the
restrictions set out in this Appendix, the FIA will arrange for benchmarking inspections of
Power Unit Test Benches activities to be carried out from time to time. PUTB activity records
for year N must be retained until the end of year N+2.

PUTB usage declaration

No later than 2 weeks after the end of each Testing Period, each PU Manufacturer must submit
a declaration for the testing that took place in the period just ended.

Details about the declaration format, and any information that needs to be supplied, can be
found in the Appendix to the Regulations.

Restricted PUTB testing

Restricted PUTB Testing is any testing by a PU manufacturer, or any Related Party of that PU
manufacturer, or any agent or sub-contractor of the PU manufacturer or any of its Related
Parties, in a test environment of a complete or incomplete 2026 PU, but always including the
engine or the ERS, in order to measure the torque produced by this assembly or any
parameters related to the function of this assembly.

Restricted PUTB Testing is limited by PUTB Operation Hours and PUTB Occupancy Hours,
defined below.

PUTB Operation Hours

For each the Power Unit Dynamometer, Power Train Dynamometer and Full Car
Dynamometer, the Test Bench Operation hours will be the time when the Engine speed
exceeds 7500rpm.

In any Testing Period, the total sum of the Operation Hours of all such PUTBs will be
considered as the “ICE Operation Hours” for this period.

For the avoidance of doubt, the following will not count towards the ICE Operation Hours
defined above:

o - ICE motoring, i.e., any activity done on a PUTB with no ignition and not showing any
positive torque for the whole recorded activity.
o - Single-Cylinder Dynamometer testing.

For the ERS Test Benches, the Test bench Operation hours will be the time when both
of the following conditions apply:
 a. the DC current in or out of the Energy Store (ES), or its emulator, exceeds 10 Amps;
and

b. two or more different elements get tested, as per the requirements of Article 2.6
of this Appendix.

In any Testing Period, the total sum of the Operation Hours of all such PUTBs will be
considered as the “ERS Operation Hours” for this period.

PUTB Occupancy Hours

The Test Bench Occupancy hours are counted separately for each PUTB, and the cumulative
total is considered for the limits defined in Article 3.7 of this Appendix.

For each the Power Unit Dynamometer, Power Train Dynamometer or Full Car Dynamometer,
its Occupancy hours start being incremented when, for the first time in a calendar day it
exceeds 1000rpm, and stop being incremented when it drops below 1000rpm for the last time
in the same calendar day. ICE motoring i.e., any activity done on a PUTB with no ignition and
not showing any positive torque for the whole recorded activity, carried out within the same
calendar day, but outside the time interval indicated above, will not be counted towards the
Occupancy hours of these PUTBs.

In any Testing Period, the total sum of the Occupancy Hours of each such PUTB will be considered as
the “ICE Occupancy Hours” for this period.

For each ERS Test Bench, its Occupancy hours start being incremented when, for the first time in a
calendar day the DC current in or out of the Energy Store (ES), or its emulator, exceeds 10 Amps, and
stop being incremented when this current drops below 10 Amps, for the last time in the same calendar
day.

In any Testing Period, the total sum of the Occupancy Hours of each such PUTB will be considered as
the “ERS Occupancy Hours” for this period.

If a PUTB test crosses midnight Test Bench Occupancy hours will both stop and start being
incremented again from midnight.

3.7 Limitations in Restricted PUTB testing

In each year, the limits of PUTB testing for the 2026 PU are summarised in the following table:

New PU Manufacturers after 2026

are cumulative over the three years, 2023, 2024 and 2025

The following provisions and explanatory notes also apply:

1. For ICE testing, the following formula defines the limit in Occupancy Hours:

[ICE Occupancy Hours] = [ICE Operation Hours] x 8

2. For ERS testing, the following formula defines the limit in Occupancy Hours:
 [ERS Occupancy Hours] = [ERS Operation Hours] x 5

3. Starting from 2026, PU Manufacturers who satisfy the criteria laid out in Article 4 of Appendix
4 of the Technical Regulations for “Additional Development and Upgrade Opportunities”
(ADUO), will be granted an additional 30% in ICE Operation Hours in the 12-month period
starting a week after the 5th Competition in the year when the criteria for ADUO are met.
4. For the period 2023-2025, each year will have individual Operation and Occupancy limits equal
to 40% of the total cumulative allowance for these three years.
5. From 2026 onwards, each Reporting Period, as defined in Article 3.1 of this Appendix, will
have individual Operation and Occupancy limits equal to 24% of the annual limit.
6. New PU Manufacturers, intending to homologate Power Units for the first time in year N, but
in any case, after 2026, will be granted the Operation hours indicated respectively in the N-4,
N-3, N-2, N-1 and N columns for each of these years before the year of first homologation of
a PU in the Formula 1 Championship.

3.8 Unrestricted PUTB testing

The following activity is excluded from the restricted PUTB testing outlined above:

Commissioning: PUTB activity whose only purpose is to test the bench. A test can be considered as
commissioning if the following criteria are me It must have been declared to the FIA with a minimum
of 4 weeks’ notice, and approval by the FIA received.

1. A 2-year-old or more assembly must be used. If such assembly is not suitable for this purpose,
another assembly may be used after FIA approval of components and test procedure.
2. No additional experiments are carried out which would benefit the Power Unit Development.

2022 PU Testing

Further to the provisions of Article 3.2 of this Appendix, and for the avoidance of doubt, PUTB testing
restrictions for the 2022 PU are provided by the 2022-2025 Sporting Regulations, and any definitions,
criteria and guidance given in those Sporting Regulations do not apply to the 2026 PU if they contradict
definitions given herein.

However, it remains the responsibility of the PU Manufacturer to satisfy the FIA that any 2022 PU
work does not in any way contribute to the 2026 PU program.

4. Power Unit Test Bench activities affecting PU Manufacturers and Competitors

This Article regards the treatment of PUTB testing within the joint perimeter of a PU Manufacturer
and a Competitor to whom it supplies Power Units.

4.1 General Principles

1. 4.1.1The objective of any provisions affecting PUTB activity is to ensure that no Competitor or
PU Manufacturer is at a competitive advantage or disadvantage with respect to other
Competitors or PU Manufacturers, with respect to their treatment by the Technical, Sporting
or Financial Regulations.

More specifically:
 1. Works Competitors and Customer Competitors shall have equal or very similar testing
opportunities, with respect to the development of chassis components that need to
be tested on a PUTB.
2. PU Manufacturers with a higher number of Customer Competitors to whom they
supply PUs shall have no advantage with respect to the dyno hour limits outlined in
Article 3.7 of this Appendix, when compared to PU Manufacturers with a lower
number of Customer Competitors to whom they supply PUs.
3. Customer Competitors shall have the opportunity to use a fuel that is supplied by a
different fuel supplier to that of the Works Competitor using the same Power Units.
The testing required for such fuel shall give no advantage or disadvantage to the PU
Manufacturer in question.

The above principles concern solely the competitive advantage or disadvantage that could be
obtained by a PU Manufacturer or Competitor engaged in PUTB activities, and not any
commercial arrangements made between PU Manufacturers and Competitors to carry out
PUTB activities.

It is acknowledged that perfect achievement of the above objectives may not be possible at
all times. The FIA, the PU Manufacturers and the Competitors will engage in good faith
discussions to make amendments to these Regulations should it emerge that these objectives
are not met.

2. 4.1.2 In respect of activities undertaken to test and develop a 2026 PU the following PUTB
activities will be considered as being for the “Sole Purpose of Testing Power Units for
Performance and Reliability”:

a. theundertakingofanytestsonaSingle-CylinderDynamometer;

2. theundertakingofanytestsonaPowerUnitDynamometer,PowerTrain Dynamometer or ERS

Test Bench, provided that the specification of the car components needed for the operation
of the test remains of the same specification last used in the previous calendar year or that
has been changed in specification no more than once per calendar year and with the express
permission of FIA; and
3. the undertaking of any tests on a Power Unit Dynamometer, Power Train Dynamometer or
ERS Test Bench where:
i. the specification of any of the chassis components needed for the operation of the
test do not remain of the same specification last used in the previous calendar year
and have been changed in specification beyond what is permitted within subclause
(b) of this definition; and
ii. the specification of any of the Power Unit components needed for the operation of
the test do not remain of the same specification last used in the previous calendar
year;

for the purpose of this subclause (c) only, the criterion of “Sole Purpose of Testing Power Units
for Performance and Reliability” will be considered met only and exclusively in respect of the
bill of materials cost of the Power Unit components installed and being tested.

4.2 Additional PUTB testing opportunities for Customer Competitors

For the avoidance of doubt, the provisions of this Article 4.2 regard Competitors using a particular
Power Unit but not nominated as a “works/factory” Competitor under the provisions of Article 1.2.1
of Appendix 5 of the 2026 Technical Regulations.

4.2.1 Should a PU Manufacturer provide PU’s for use during the 2026-2030 Championships to customer
Competitors who design any of their own car components, a single quota of 30 additional Operation
Hours for PUTB testing in combination with a 2026 PU will be allocated per calendar year, and per
additional customer Competitor for testing on a Power Train Dynamometer or a Full Car
Dynamometer under the provisions of Articles 2.4 and 2.5 of this Appendix. Such tests will only be
performed for one or more of the following reasons:

1. For the Power Train Dynamometer: approval (sign-off) of the Competitor’s components
tested
2. For the Full Car Dynamometer: confirmation and setup of the overall car systems
3. For both types of PUTB: evaluation of the effects of the Competitor’s components on the PU’s
performance and reliability

For any PUTB testing performed under the provisions of this Article to not count towards the limits
defined in Article 3.7 of this Appendix for the PU Manufacturer, the PU Manufacturer must be able to
demonstrate to the FIA’s satisfaction that no 2026 PU development activity is undertaken in
conjunction with these tests.

This Article will not apply in 2022, 2023 and 2024.

4.2.2 Should a PU Manufacturer provide PU’s for use during the 2026-2030 Championships to a
customer Competitor who wishes to enter into a supply agreement with an alternative fuel supplier
to whom supplies the Works Competitor of the PU Manufacturer, the following additional PUTB
testing will be permitted, outside the PU Manufacturers available PUTB hours defined in Article 3.7 of
this Appendix:

1. Up to 120 additional Operational Hours per year on a Power Unit Dynamometer

2. Up to 50 Operational Hours per year on a Single-Cylinder Dynamometer will be accepted for
the purposes of this work. An FIA-approved monitoring system, as defined in Article 3.2 of this
Appendix must be fitted to monitor this activity.

The following additional provisions apply to this Article:

c. The provisions of this Article are solely intended to allow customer Competitors to seek alternative
fuel suppliers. Under no circumstances will it be accepted that such an alternative fuel supply is
organised in such way as to directly or indirectly increase the PUTB testing opportunities for the PU
Manufacturer or its main fuel supplier. For any PUTB testing performed under the provisions of this
Article to not count towards the limits defined in Article 3.7 of this Appendix for the PU Manufacturer,
the PU Manufacturer must be able to demonstrate to the FIA’s satisfaction that no 2026 PU
development activity is undertaken in conjunction with these tests, other than what is strictly
necessary for the tuning of the PU to the characteristics of the fuel used.

4. No additional PUTB hours will be granted if the alternative fuel supplier also supplies engine
oil to the Competitor in question.
5. If more than one customer Competitors using the same PU enter into an agreement with the
same alternative fuel supplier, the additional PUTB hours stipulated in this Article will be
shared between those customer Competitors.
6. For the avoidance of doubt, should the “works/factory” Competitor of the PU Manufacturer
change fuel supplier, no additional PUTB hours will be allocated.