The Formula 1 cars scheduled to debut in 2026 have become “camels” rather than racehorses due to an overly democratic regulatory process, according to Pat Symonds. The veteran engineer, who oversaw the sport’s technical direction until 2024, expressed frustration that Formula One Management was sidelined during crucial decisions about the next generation of power units. Symonds argues that compromise with teams and manufacturers diluted what could have been a more coherent technical vision for the sport’s future.
Loss of control over technical direction concerns former F1 chief
Symonds brought decades of experience to his role as Formula 1’s chief technical officer, having previously led technical departments at Benetton, Renault and Williams. During his tenure from 2017 to 2024, he supervised the introduction of ground effect regulations that reshaped the grid in 2022. His approach then was markedly different from how the 2026 rules developed.
Speaking to Autocar in his new capacity as executive engineering adviser at Cadillac, Symonds outlined his concerns about the regulatory process. The 2026 technical regulations will introduce significant changes across multiple areas. Cars will become slightly smaller and narrower, shedding thirty kilograms from the minimum weight threshold. DRS will disappear, replaced by active aerodynamic systems that adjust front and rear wing configurations automatically.
The power unit transformation represents the most substantial shift. The complex MGU-H, which harvested energy from exhaust gases, will be eliminated. Electric power output will nearly triple from 120 kilowatts to 350 kilowatts, creating an approximately equal split between combustion engine and electric power delivery.
Democratic process produced compromises rather than coherence
The British engineer drew a sharp contrast between the development of the 2022 and 2026 regulations. When crafting the current ground effect cars, Formula One Management maintained firm control over the direction. Teams provided input, but the final decisions remained with those overseeing the sport’s broader interests rather than individual competitive agendas.
“When we did the 2022 car, we listened to what the teams said, but we ruled with an iron fist,” Symonds explained. “We said: ‘Okay, we hear you, but we’re going to do this.’ We only used part of their input. We know that each of the teams had their own motive. I could know this because I was a participant myself for many years. We were therefore quite persistent in what we wanted.”
The 2026 power unit development followed a different path. The FIA chose to involve manufacturers more extensively in the design process, seeking consensus rather than imposing specifications. This approach aimed to attract new entrants by addressing concerns about complexity and cost. The strategy succeeded in drawing Ford, Audi and Cadillac into the championship, though Porsche withdrew at a late stage.
However, Symonds believes the collaborative method produced suboptimal results. “Unfortunately, it’s a bit like a committee designing a racehorse: you end up with a camel,” he said. “I think that’s happened a bit.”
MGU-H removal and rejected front axle solution
The decision to eliminate the MGU-H stemmed from its reputation as the most complex and expensive component of the current hybrid systems. This heat energy recovery system contributed significantly to thermal efficiency but created barriers for potential new manufacturers. Removing it became a central pillar of the 2026 regulations.
Symonds and his colleagues proposed compensating for the lost electrical generation by harvesting energy through the front suspension system. This solution would have maintained higher electrical output levels without retaining the controversial MGU-H technology. The FIA rejected this proposal after at least one team strongly opposed the concept.
“One team was very much against generating energy via the front wheel suspension,” Symonds revealed. “It would have been a good way to bring back the lost electricity. So through such a democratic approach, we ended up with a camel.”
The compromise left the 2026 power units configured differently than Symonds had envisioned. The substantial increase in MGU-K output to 350 kilowatts will provide significant electrical boost, but the overall architecture reflects negotiated settlements rather than a singular technical vision.
What this means for the sport’s technical future
Symonds’s comments highlight ongoing tension between centralised regulation and stakeholder involvement in Formula 1’s governance. The 2026 technical package will fundamentally alter how teams design and race their cars, with active aerodynamics and radically different power delivery characteristics. Whether the compromise approach produces entertaining racing and sustainable costs remains to be seen when the new regulations take effect.
The engineer’s preference for decisive leadership over democratic consensus reflects a broader debate about how motorsport’s premier category should develop its technical rules. As Cadillac prepares to enter Formula 1, Symonds will experience the 2026 regulations from the team perspective rather than as a rule-maker, providing a fresh vantage point on whether the collaborative process ultimately serves the championship’s interests.
