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2026 FORMULA 1 TECHNICAL REGULATIONS

PUBLISHED ON 24 JUNE 2024


ISSUE 8
Convention:
Black text: 20264 F1 Technical Regulations as approved by the WMSC on 16/08/22, 03/03/23,
20/06/23, 25/10/23, 06/12/23, 29/03/24, and 11/06/24.
Blue text: New articles added at this issue (Chassis). Approved by WMSC on 21/06/24.
Green Text: Comments – not regulatory.

CONTENTS:
ARTICLE 1: GENERAL PRINCIPLES 7
1.1 Formula One World Championship
1.2 Regulatory Framework
1.3 Interpretation of and amendments to these Technical Regulations
1.4 Dangerous construction
1.5 Compliance with the regulations
1.6 New systems or technologies
1.7 Duty of Competitor and PU Manufacturer
ARTICLE 2: DEFINITIONS and FUNDAMENTAL DIMENSIONS 10
2.1 Formula One Car
2.2 Competition
2.3 Component classification categories
2.4 Power unit
2.5 Power train
2.6 Coordinate systems and conventions
2.7 Principal planes
2.8 Fundamental Dimensions
2.9 Reference Volumes and Surfaces
2.10 Precision of Numerical Values
ARTICLE 3: AERODYNAMIC COMPONENTS 13
3.1 Definitions
3.2 General Principles
3.3 Legality Checking
3.4 Component Definition
3.5 Floor Bodywork
3.6 Plank
3.7 Front Bodywork
3.8 Rear Bodywork
3.9 Tail and Exhaust Tailpipe
3.10 Front Wing (FW)

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3.11 Rear Wing (RW)
3.12 Final Assembly
3.13 Bodywork not defined in Articles 3.5 to 3.12
3.14 Wheel Components
3.15 Wheel Bodywork Assembly
3.16 Apertures
3.17 Suspension and Driveshaft Fairings
3.18 Aerodynamic Component Flexibility
ARTICLE 4: MASS 42
4.1 Definitions
4.2 Minimum mass
4.3 Mass distribution
4.4 Ballast
4.5 Adding during the race or sprint session
4.6 Reference Mass of the driver and Driver Ballast
ARTICLE 5: POWER UNIT 44
5.1 Definitions ICE
5.2 Definitions ERS
5.3 Engine specification
5.4 POWER UNIT ENERGY FLOW
5.5 Turbo Charger
5.6 Power unit geometrical constraints and dimensions
5.7 Mass and centre of gravity
5.8 Engine intake air
5.9 Variable geometry systems
5.10 Exhausts
5.11 Fuel systems
5.12 Ignition systems
5.13 Ancillaries
5.14 Power unit torque or power demand
5.15 Power unit control
5.16 Engine high rev limits
5.17 Starting the engine
5.18 Stall prevention systems
5.19 Energy Recovery System (ERS)
5.20 MGU-K
5.21 Energy Store
5.22 ES design and installation
5.23 ERS General electrical safety
5.24 Replacing power unit parts
5.25 Oil and coolant systems and charge air cooling
5.26 Component Classification
ARTICLE 6: FUEL SYSTEM 68
6.1 Fuel tanks

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6.2 Fittings and piping
6.3 Fuel tank fillers
6.4 Refuelling
6.5 Fuel draining and sampling
6.6 Fuel System Hydraulic Layout
ARTICLE 7: OIL AND COOLANT SYSTEMS AND CHARGE AIR COOLING 72
7.1 Location of lubricating oil tanks
7.2 Location of lubricating oil system
7.3 Oil and coolant lines
7.4 Heat exchangers
ARTICLE 8: ELECTRICAL SYSTEMS 74
8.1 Definitions
8.2 Software and electronics inspection
8.3 Control electronics
8.4 Start systems
8.5 Data acquisition
8.6 Telemetry
8.7 Driver inputs and information
8.8 Master switch
8.9 Driver radio
8.10 Accident analysis
8.11 Accident data
8.12 FIA Marshalling system
8.13 Track signal information display
8.14 Medical warning system
8.15 Installation of electrical systems or components
8.16 Timing transponders
8.17 Cameras and camera housings
8.18 Electromagnetic radiation
8.19 Sensor signals
ARTICLE 9: TRANSMISSION SYSTEM 83
9.1 Definitions
9.2 Fundamental provisions
9.4 Clutch control
9.5 Clutch disengagement
9.6 Homologated Gearbox and Component Classification
9.7 Gearbox Dimensions
9.8 Gear ratios
9.9 Reverse gear
9.10 Gear changing
9.11 Torque transfer systems
9.12 Driveshafts
9.13 Driveshaft Torque Sensors
9.14. Structural Connection to Survival Cell

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ARTICLE 10: SUSPENSION, STEERING SYSTEMS, WHEELS AND TYRES 90
10.1 Definitions
10.2 Sprung suspension
10.3 Outboard suspension
10.4 Inboard suspension
10.5 Steering
10.6 Suspension Uprights
10.7 Wheel rims
10.8 Tyres
10.9 Wheel attachment and retention
10.10 Dimensions
ARTICLE 11: BRAKE SYSTEM 99
11.1 Brake circuits and pressure distribution
11.2 Brake callipers
11.3 Brake discs and pads
11.4 Brake pressure modulation
11.5 Liquid cooling
11.6 Rear brake control system
11.7 Supply of Brake Friction and Brake System Hydraulic components
ARTICLE 12: SURVIVAL CELL 101
12.1 Definitions and General Requirements
12.2 Survival cell specifications
12.3 Intrusion Protection
12.4 Roll Structures
12.5 Cockpit Specification
12.6 Cockpit Padding
12.7 Seat fixing and removal
12.8 Driver Fit Information
ARTICLE 13: SAFETY STRUCTURES AND HOMOLOGATION 110
13.1 General Principles
13.2 Survival Cell Frontal Impact Test
13.3 Roll Structure Testing
13.4 Survival Cell Load Tests
13.5 Side Impact Structure
13.6 Front Impact Structure
13.7 Rear Impact Structure
13.8 Steering Column Impact Test
13.9 Headrest Load Test
13.10 Wheel Rim Impact Test
ARTICLE 14: SAFETY EQUIPMENT 125
14.1 Fire Extinguishers
14.2 Rear view mirrors
14.3 Rear lights
14.4 Safety Tethers

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14.5 Safety Harnesses
14.6 Driver Cooling Systems
14.7 Lateral Safety lights
ARTICLE 15: MATERIALS 128
15.1 Definitions
15.2 General Principles
15.3 Permitted Materials (Components Outside the PU Perimeter)
15.4 Specific Prohibitions and Restrictions (Components Outside the PU Perimeter)
15.5 Specific Exceptions (Components Outside the PU Perimeter)
15.6 Prescribed and Homologated Laminates (Components Outside the PU Perimeter)
15.7 Materials, processes and construction – General (Components inside the PU Perimeter)
15.8 Materials and construction – Components (Components inside the PU Perimeter)
15.9 Materials and construction – Pressure charging and exhaust systems (Components inside the PU
Perimeter)
15.10 Materials and construction – Energy recovery, storage systems and electronic systems (Components
inside the PU Perimeter)
ARTICLE 16: FUEL AND ENGINE OIL 138
16.1 Basic principles
16.2 Definitions
16.3 Fuel properties
16.4 Composition of the fuel
16.5 Fuel approval
16.6 Fuel sampling and testing at a Competition
16.7 Engine oil definitions
16.8 Engine oil properties
16.9 Composition of the engine oil
16.10 Engine oil approval
16.11 Sampling and testing at a Competition
16.12 Recycling of Engine Oil
ARTICLE 17: COMPONENTS’ CLASSIFICATION 144
17.1 Definitions
17.2 General Principles
17.3 Listed Team Components (LTC)
17.4 Standard Supply Components (SSC)
17.5 Transferable Components (TRC)
17.6 Open Source Components (OSC)
17.7 Defined Specification Components (DSC)
17.8 List of LTC, SSC, TRC, OSC, and DSC
ARTICLE 18: POWER UNIT COMPONENTS’ CLASSIFICATION 152
18.1 Definitions
18.2 General Principles
18.4 Standard Supply Power Unit Components (SSPUC)
18.5 Open-Source Power Unit Components (OSPUC)
18.6 Defined Specification Power Unit Components (DSPUC)

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18.7 List of LPUC, SSPUC, OSPUC and DSPUC
APPENDIX 1: REGULATION VOLUMES 159
APPENDIX 2: DRAWINGS 172
APPENDIX 3: POWER UNIT SYSTEMS, FUNCTIONS, COMPONENTS AND SUPPLY PERIMETER177
APPENDIX 4: HOMOLOGATION AND DEVELOPMENT OF POWER UNITS, FUEL AND OIL FOR 2026-
2030 185
APPENDIX 5: SUPPLY OF POWER UNITS, FUEL AND OIL FOR 2026-2030 189
APPENDIX 6: COMPONENTS’ CLASSIFICATION AND PERIMETER 199
APPENDIX 7: APPROVED CHANGES FOR FUTURE YEARS 207
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ARTICLE 1: GENERAL PRINCIPLES

1.1 Formula One World Championship


1.1.1 The FIA will organise the FIA Formula One World Championship (the "Championship") which
is the property of the FIA and comprises two titles of World Champion, one for drivers and
one for constructors. It consists of the Formula One Grand Prix races which are included in
the Formula One calendar and in respect of which the ASNs and organisers have signed
organisation agreements with the FIA. All the participating parties (FIA, ASNs, organisers,
Competitors, Power Unit (PU) Manufacturers, Suppliers and circuits) undertake to apply as
well as observe the rules governing the Championship and, where applicable, must hold FIA
Super Licences which are issued to drivers, competitors, officials, organisers and circuits, or
register in accordance with the provision of the Regulations.
1.1.2 The Championship and each of its Competitions are governed by the FIA in accordance with
the Regulations, as defined below.

1.2 Regulatory Framework


1.2.1 The regulations applicable to the Championship are the International Sporting Code (the
“Code”), the Formula One Technical Regulations (the “Technical Regulations”), the Formula
One Sporting Regulations (the “Sporting Regulations”), and the Formula One Financial
Regulations (the “Financial Regulations”), as amended from time to time, together referred
to as the “Regulations”.
1.2.2 Subject to Article 1.2.3, these Regulations are issued by the FIA and apply to the whole
calendar year referred to in the title and to the Championship taking place within that
calendar year. Any changes made by the FIA for safety reasons may come into effect without
notice or delay.
1.2.3 These Technical Regulations regard the FIA Formula One World Championship starting from
2026, and additionally outline various requirements that the PU Manufacturers and their
Suppliers must satisfy in the period 2022−2025 in order to be able to homologate a Power
Unit for the 2026 FIA Formula One World Championship.

1.3 Interpretation of and amendments to these Technical Regulations


1.3.1 The definitive text of the Technical Regulations shall be the English version which will be used
should any dispute arise as to their interpretation.
1.3.2 Headings in this document are for ease of reference only and do not affect the meaning of
the Technical Regulations.
1.3.3 Unless stated otherwise, references to “Articles” herein are to articles of these Technical
Regulations.
1.3.4 In the sense of the Regulations, terms referring to natural persons are applicable to any
gender.
1.3.5 Any terms not defined in these Technical Regulations have the meaning given to them in the
“FIA 2022 Formula 1 Technical Regulations − Issue 12” (the “2022 Technical Regulations”). In
the event that ascribing the meaning of a defined term in the 2022 Technical Regulations to
an undefined term in these Technical Regulations results in a significant impact to the design
of the 2026 Power Unit, PU Manufacturers bound by these Technical Regulations may ask the
FIA for guidance and the FIA will then issue guidance on the meaning of the relevant term.
Such guidance will be communicated by the FIA to all PU Manufacturers.
1.3.6 Any amendments to these Technical Regulations that do not relate specifically to the Power
Unit or that relate to matters of form rather than substance (such as re−numbering,
reference corrections, etc.) will not be subject to the approval of the PU Manufacturers. Any
amendments to these Technical Regulations that relate to substantive matters concerning

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the Power Unit will be subject to the prior approval of the PU Manufacturers in accordance
with the 2026 F1 PU Governance Agreement, as referenced in Article 1.1 of Appendix 5.

1.4 Dangerous construction


The stewards may prohibit the participation of a vehicle whose construction is deemed to be
dangerous. Should the relevant information become apparent during a session, such a
decision may apply with immediate effect.

1.5 Compliance with the regulations


Formula 1 Cars must comply with these regulations in their entirety at all times during a
Competition.
Should a Competitor or PU Manufacturer introduce a new design or system or feel that any
aspect of these regulations is unclear, clarification may be sought from the FIA Formula One
Technical Department. If clarification relates to any new design or system, correspondence
must include:
a. A full description of the design or system.
b. Drawings or schematics where appropriate.
c. The Competitor or PU Manufacturer's opinion concerning the immediate implications
on other parts of the car of any proposed new design.
d. The Competitor or PU Manufacturer's opinion concerning any possible long−term
consequences or new developments which may come from using any such new designs
or systems.
e. The precise way or ways in which the Competitor or PU Manufacturer feels the new
design or system will enhance the performance of the car.

1.6 New systems or technologies


Any new system, procedure or technology not specifically covered by these Technical
Regulations, but which is deemed permissible by the FIA, will only be admitted until the end
of the Championship during which it is introduced. Following this the Formula One
Commission will be asked to review the technology concerned and, if they consider (in their
sole discretion) that such new system, procedure, or technology adds no value to Formula
One in general, it may be specifically prohibited by the FIA.

1.7 Duty of Competitor and PU Manufacturer


It is the duty of each Competitor to satisfy the FIA and the stewards that its Formula 1 Car
complies with these regulations in their entirety at all times during a Competition. With
regard to PUs used on a Formula 1 Car, this duty and responsibility also extends to the PU
Manufacturer.
The design of the car, its components and systems shall, with the exception of safety
features, demonstrate their compliance with these regulations by means of physical
inspection of hardware or materials. Unless explicitly requested by an Article, no mechanical
design may rely upon software inspection as a means of assessing compliance.
Due to their nature, the compliance of electronic systems may be assessed by means of
inspection of hardware, software, and data.
CAD models may be requested by the FIA in order to check compliance with the Regulations.
Such models should be supplied in a format and by a method specified by the FIA. In such
cases, scanning technology will be used by the FIA to check that the physical car is the same
as the inspected CAD models.

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Each Competitor and each PU Manufacturer must ensure that all relevant personnel
(whether employee, consultant, contractor, secondee or any other type of permanent or
temporary personnel) associated with its participation in the Championship are appropriately
informed with respect to the ways in which their areas of responsibility may impact the
compliance of the Competitor and/or PU Manufacturer (as applicable) with the Regulations.
Each Competitor and each PU Manufacturer must ensure that the FIA ethics and compliance
hotline with respect to the Regulations is clearly communicated to all relevant personnel.

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ARTICLE 2: DEFINITIONS and FUNDAMENTAL DIMENSIONS

2.1 Formula One Car


An automobile (the car) designed solely for speed races on circuits or closed courses that is
propelled by its own means, moving by constantly taking real support on the ground, of
which the propulsion and steering are under the direct control of a driver aboard the vehicle.
It runs on four non−aligned complete wheels, with wheel centres that are arranged
symmetrically about the plane Y=0, when in the straight−ahead position, to form the front
and rear axles.

2.2 Competition
As defined in Article 2.2 of the Sporting Regulations

2.3 Component classification categories


The terms LTC, SSC, TRC, DSC, OSC, LPUC, SSPUC, DSPUC and OSPUC, defined in Articles 17
and 18 and used throughout the Regulations, refer to the classification of the car’s
components in terms of their Design, Intellectual Property, Manufacture and Supply.

2.4 Power unit


As defined in Article 5.1.2

2.5 Power train


As defined in Article 5.1.1

2.6 Coordinate systems and conventions


2.6.1 Car Coordinate System
A right−handed Cartesian (X, Y, Z) coordinate system will be used in these regulations,
defined in the following way:
a. The X axis is the longitudinal direction of the car and increases rearwards.
b. The Y axis is the transverse direction of the car and increases to the (driver’s)
right−hand side.
c. The Z axis is the vertical direction and increases upwards.
2.6.2 Further conventions
a. If no units are specified, it is implicit the unit will be in millimetres
b. Unless otherwise specified, the positive side of the Y axis is used in the various articles
and it is implicit that a symmetrical rule applies for the other side of the car.
c. The terms “inboard” or “outboard”, when used in reference to the Y coordinate,
respectively refer to closer to or further away from the plane Y=0.
d. A suffix may be used for local coordinates in specific rules, (e.g. XW, YW, ZW), where these
local axes are defined within a specific Article for local use.
e. Planes will be referred to as the axis to which they are normal to (e.g. X−plane or
XA=300 plane).

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f. A wheel is defined to be in the straight−ahead position when its rotational axis lies in an
X−Plane.
g. Unless otherwise specified any measurements and references will be with the wheels in
the straight−ahead position.
h. Unless otherwise specified, when a viewing direction is stated, “front” and “rear” are
parallel to the X axis, “side” is parallel to the Y axis (in the direction towards the plane
Y=0) and “above”, “below” and “plan” are parallel to the Z axis.
i. Unless otherwise specified, directions of angles, slopes and incidences are taken in
context of the right−handed Cartesian coordinate system defined in 2.6.1. For example,
a positive slope within a Y−Plane would be characterised by positively increasing X and Z
components.
2.6.3 Wheel coordinate system
A local Cartesian (XW, YW, ZW) coordinate system will be used for each wheel, defined in the
following way:
a. The origin of the wheel coordinate system is the intersection of the rotational axis of
the wheel and the inboard plane of the wheel rim.
b. The XW axis lies in the inboard plane of the wheel rim and increases in the rearward
direction. With the wheel in the straight−ahead position and the car at its legality ride
height, the XW axis is parallel to the car’s X−Axis.
c. The YW axis is coincident with the wheel’s axis of rotation and increases towards the
plane Y=0. Referring to this axis, the terms “inboard” or “outboard” respectively refer to
closer to or further away from the plane Y=0.
d. The ZW axis lies in the inboard plane of the wheel rim and increases upwards.
e. Once the wheel coordinate system is defined as above, then it maintains a fixed
orientation relative to the suspension upright at all other suspension articulations.

2.7 Principal planes


a. The Plane Z=0 is defined as a horizontal plane sitting at the bottom of the sprung part
of the car, with the exception of the plank assembly defined in Article 3.6.
b. The Plane Y=0 is defined as the plane of symmetry of the car.
c. The Plane XA=0 is defined as the X−Plane that lies on the forward limit of the Survival
Cell.
d. The Plane XC=0 is defined as an X−Plane at the rear of the cockpit.
e. The planes XF=0 and XR=0 are defined as a X−Planes which respectively pass through the
origin of the two front or two rear wheels coordinate systems, as defined in Article
2.9.3, with the wheels in the straight−ahead position and the car at the Legality Ride
Height.
f. The plane XDIF=0 is defined as the X−Plane containing the axis of rotation of the final
drive as defined in Article 9.7.1.
g. The plane XPU=0 is defined as the X−Plane which passes through the mounting face of
the connections between the ICE and the Survival Cell, as defined in Article 5.6.17.
h. The plane XFIS=0 is defined as the X−plane passing through the forward most point of
the Front Impact Structure.

2.8 Fundamental Dimensions


2.8.1 Width

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With the exception of the tyres and the wheel rims defined in Article 10.7.2, no part of the
car may lie more than 950mm from the plane Y=0 at Legality Ride Height.
2.8.2 Wheelbase
The distance between the planes XF=0 and XR=0 must be less than or equal to 3400mm at
Legality Ride Height.
2.8.3 Front Wheel Position
The plane XF=0 must lie between XA = 0 and XA = 150 inclusive.
2.8.4 Cockpit Position
The distance between XA=0 and XC=0 must be greater than or equal to 1830mm and less than
or equal to 2030mm.
2.8.5 Rear Bulkhead Position
The distance between XC=0 and XPU=0 must be greater than or equal to 360mm

2.9 Reference Volumes and Surfaces


“Reference Volumes” and “Reference Surfaces” and their position in space are defined in
Appendix 1 using the car’s coordinate system, and are used throughout the Technical
Regulations for geometrical constraints. For convenience, Reference Volumes are preceded
by the prefix “RV−“ and Reference Surfaces by the prefix “RS−“.

2.10 Precision of Numerical Values


Any numerical values specified in these Regulations as limits (maxima or minima), will be
considered to be the limits regardless of the decimals quoted.

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ARTICLE 3: AERODYNAMIC COMPONENTS

3.1 Definitions
3.1.1 Aerodynamic Components or Bodywork
Aerodynamic Components or Bodywork are parts of the car in contact with the External Air
Stream.
a. The following components are Bodywork:
i. all components described in Article 3.
ii. inlet or outlet cooling ducts, up to the component they provide cooling for.
iii. inlet ducts for the power unit (air boxes) up to the air filter.
iv. primary heat exchangers, as defined in Article 7.4.1 (b).
b. The following components are not Bodywork:
i. cameras and camera housings, as defined in Article 8.17.
ii. rear view mirrors as defined in Article 14.2.
iii. the ERS status light.
iv. parts associated with the mechanical functioning of the power train, transmission
of power to the wheels, and the steering system, provided none are designed to
achieve an aerodynamic effect.
v. wheel rims and tyres.
vi brake disc assemblies, callipers, and pads.
3.1.2 Frame of Reference
A Frame of Reference is a coordinate system, geometry, component, or group of components
to which stated Bodywork must remain immobile.
3.1.3 External Air Stream
External Air Stream is the flow of air around the car that has a primary impact on its
aerodynamic performance.
3.1.4 Component Bodywork
Unless otherwise stated, all individual Bodywork Components described in Articles 3.5 to
3.11, and in Article 3.14, prior to any Trim and Combination operations, must:
a. be single volumes that are simply connected.
A simply connected volume is a volume where any closed curve lying on the surface can
be continuously contracted to a single point without leaving the surface.
b. in any X, Y and Z plane, only contain a single section.
3.1.5 Aerodynamic Surfaces
Aerodynamic Surfaces are Bodywork surfaces which remain in contact with the External Air
Stream after any Trim and Combination operations have been performed, after any Fillets
and Edge Radii have been applied and after any Final Assembly described in Articles 3.12 and
3.15.
3.1.6 Trim and Combination
A Trim and Combination operation can only be performed once all sub−components are fully
defined. The only regions of a volume that can be removed as part of a trimming process are
those that are internal to the body they are trimmed by. Once components are trimmed and

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combined, the resultant volume must maintain both continuity and tangency in any X, Y, or Z
plane, at the boundaries between the adjacent sections of the component parts. Unless
otherwise stated:
a. The elective trimming of volumes beyond or outside of any overlap is not permitted.
b. Trim and Combination operations must result in a single volume.
3.1.7 Concave and Convex Curvature
When references are made to the curvature of Aerodynamic Surfaces, without specifying a
plane of intersection, the local curvature at any point is defined as the curvature of the
intersection of the surface with a plane passing through a line normal to the surface at that
point. Both convex and concave radius of curvature are defined as the minimum radius, in
each respective direction, that is obtained when the intersecting plane rotates 180 degrees
around the normal line.
3.1.8 Normal to an Aerodynamic Surface or curve
The normal at any point on an Aerodynamic Surface is a vector perpendicular to that point on
the surface, pointing toward the local External Air Stream. For a curve, the normal at any
point is considered the same as that of the surface containing the curve.
3.1.9 Tangency Continuity
Tangency Continuity at a point on a curve or surface is achieved if the tangent value is
continuous. At intersections between two curves or surfaces, Tangency Continuity requires
that the curves or surfaces be tangent and have coinciding normals.
If two adjacent surfaces are not tangent continuous but can become so by applying an edge
radius of up to 1mm along their boundary, they will be considered tangent continuous at this
boundary, provided such an edge radius is permitted under the relevant Articles.
Unless otherwise stated, the Aerodynamic Surfaces of all Bodywork and sub−bodywork
components described in Articles 3.5 to 3.11 must maintain tangency continuity
3.1.10 Curvature Continuity
Curvature Continuity between two curves, at a given point of a curve, between two surfaces
or within a surface is satisfied if the value of the curvature is continuous and in the same
direction.
3.1.11 Open and Closed Sections
A section through Bodywork, from a plane of intersection, is considered closed if it forms a
complete boundary on its own; otherwise, it is considered open.
3.1.12 Fillet and Edge Radius
A Fillet Radius is formed by rounding an internal corner (included angle less than 180
degrees) with a concave surface by only adding material, whilst an Edge Radius is created by
smoothing an external corner (included angle greater than 180 degrees) with a convex
surface by only removing material.
In both instances, the resulting surface must consist of arcs that adhere to specified radius
limits, connect two fully defined surfaces tangentially without inflection, and align
perpendicularly to their intersection. Unless otherwise stated, both Fillet and Edge Radii may
vary in size along the boundary perimeter, but these changes must be continuous.
If a discontinuity in tangency exists at the trailing edge where a Fillet Radius has joined parts,
a closed aerodynamic fairing may be added immediately behind the trailing edge. This fairing
must not exceed the combined cross−section of the preceding Fillet Radius/Radii and any
adjacent trailing edge, and must fit within a sphere of diameter three times the maximum
trailing edge Fillet Radius.
3.1.13 Aerodynamic Seal

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An Aerodynamic Seal reduces the air flow rate between two regions of differing pressures to
the minimum feasible magnitude.
3.1.14 Gurney
A Gurney is a component that, where permitted, may be attached to the trailing edge of a
profile to adjust its aerodynamic performance. In any plane perpendicular to the trailing
edge, a Gurney must comprise of a flat section, up to 1mm thick, of a height specified in the
relevant regulation, and include a bonding flange on the wing's surface. This flange may
extend no more than 20mm in length and 1mm in thickness. No part of the Gurney shall
extend beyond a line perpendicular to the surface at the profile's trailing edge.

3.2 General Principles


3.2.1 Objective of Article 3
A primary objective of Article 3 is to promote close racing by minimising the aerodynamic
performance loss when one car follows another. To assess this objective, Competitors may
be asked to provide relevant information to the FIA upon request.
The Intellectual Property of this information remains with the Competitor, will be protected,
and will not be disclosed to any third parties.
3.2.2 Aerodynamic Influence
Except for the driver−adjustable bodywork specified in Articles 3.10.9 and 3.11.6, and
minimal parts related to their operation, as well as flexible seals allowed by Articles 3.14 and
3.17.7, all aerodynamic components or Bodywork must be rigidly fixed and immobile relative
to their defined Frame of Reference defined in Article 3.4. These components must also
provide a uniform, solid, hard, continuous, and impervious surface at all times.
Any device or structure designed to bridge the gap between the sprung part of the car and
the ground is strictly prohibited.
Apart from necessary parts for the adjustments described in Articles 3.10.9 and 3.11.6, and
incidental movements from the steering system, any car system, device, or procedure that
alters the aerodynamic characteristics of the car through driver movement is forbidden.
Furthermore, the aerodynamic effect of any component not classified as Bodywork must be
incidental to its primary function. Designs intended to enhance any such aerodynamic effects
are prohibited.
3.2.3 Symmetry
All bodywork must be nominally symmetrical with respect to Y=0. Therefore, unless
otherwise specified, any regulation in Article 3 concerning one side of the car will be assumed
to be valid for the other side of the car including references to the maximum number of
components allowed per side.
Minimal exceptions to the requirement of symmetry of this Article will be accepted for the
installation of nonsymmetrical mechanical components, for asymmetrical cooling
requirements or for asymmetrical angle adjustment of the FW Flap defined in Article 3.10.9.
Bodywork on the unsprung mass must respect this Article when the suspension position of
each wheel is virtually reorientated so that its wheel coordinate system axes (described in
Article 2.6.3) are parallel to their respective axis of the car coordinate system (described in
Article 2.6.1).
3.2.4 Section and Article Titles
Section and Article titles within Article 3 have no regulatory value.
3.2.5 Pressure Tappings
Pressure measuring apertures are permitted on the car, provided they:

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a. have an internal diameter of no more than 2mm.
b. are flush with the underlying geometry.
c. are only connected to pressure sensors or are completely blanked.

3.3 Legality Checking


3.3.1 Digital legality checking
Assessment of compliance with Article 3 will be carried out digitally using CAD models
provided by the teams. In these models:
a. Components may only be designed to the edge of a Reference Volume, or with a
precise geometrical feature, or to the limit of a geometrical criterion (save for the
normal round−off discrepancies of the CAD system), when the regulations specifically
require an aspect of the bodywork to be designed to this limit, or it can be
demonstrated that the design does not rely on lying exactly on this limit to conform to
the regulations, such that it is possible for the physical bodywork to comply.
b. Components that must follow a precise shape, surface or plane must be designed
without any tolerance, save for the normal round−off discrepancies of the CAD system.
c. Bodywork required to be visible from a prescribed direction may include surfaces
parallel to that direction, provided it can be shown that such parallel surfaces could
instead be drawn at an infinitesimally small included angle and still comply with all
relevant Articles.
3.3.2 Physical legality checking
Cars may be measured during a Competition in order to check their conformance to the CAD
models discussed in Article 3.2.4 and/or to ensure they remain inside the Reference Volumes.
a. Unless otherwise stated, a tolerance of ±3mm will be accepted for manufacturing
purposes only with respect to the CAD surfaces. Where measured surfaces lie outside
of this tolerance but remain within the Reference Volumes, a Competitor may be
required to provide additional information (e.g. revised CAD geometry) to demonstrate
compliance with the regulations. Any discrepancies contrived to create a special
aerodynamic effect or surface finish are not permitted.
b. Irrespective of a), geometrical discrepancies at the limits of the Reference Volumes
must be such that the measured component remains inside the Reference Volume.
c. A positional tolerance of ±2mm will be accepted for the Front Wing Bodywork, Rear
Wing Bodywork, Exhaust Tailpipe, and Tail. This will be assessed by realigning each of
the groups of Reference Volumes and Reference Surfaces that define the assemblies, by
up to 2mm, from their original position, to best fit the measured geometry.
d. Irrespective of b), and except for regions within the four holes defined in Article 3.6, a
tolerance of Z= ±2mm will be accepted for parts of the car lying on the Z=0 plane, within
−375 ≤ Y ≤ 375 and ahead of XR=0.
e. Minimal discrepancies from the CAD surfaces will also be accepted in the following
cases:
i. Minimal repairs carried out on aerodynamic components and approved by the
FIA.
ii. Tape, provided it does not achieve an aerodynamic effect otherwise not
permitted by Article 3.
iii. Junctions between bodywork panels.
iv. Local bodywork fixing details.

3.3.3 Datum Points

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All cars must be equipped with optical target mountings in the following locations:
a. One on the forward part of the top of the survival cell.
b. Two positioned symmetrically about Y = 0 on the top of the survival cell close to XC =
−875.
c. Two positioned symmetrically about Y = 0 on the side of the survival cell close to XC =
−875.
d. Two positioned symmetrically about Y = 0 on the side of the survival cell close to the
rear mounts of the secondary roll structure.
e. Two positioned symmetrically about Y = 0, within an axis−aligned cuboid with an
interior diagonal defined by points [XC = 0, 175, 970] and [XC = 150, −175, 870].
f. One probed point on the RIS or gearbox case.
In all cases, a file containing the coordinates of the required datum points must be supplied
for each survival cell.
Full details of the requirements are given in the Appendix the Technical and Sporting
Regulations.
3.3.4 Supports for Scrutineering
All cars must be equipped with 3 pads that will be used to support the car during
scrutineering. The pads must be rigidly mounted to the Survival Cell, ICE or Gearbox Case as
appropriate. The pads must be on the plane Z=0 and will be used to define this plane when
inspecting the underside of the car. Pads must be in the following locations:
a. Two positioned symmetrically about Y=0, between XC = −600 and XC = −700 and 150mm
from Y=0.
b. One on Y = 0 between XPU = 380 and XPU = 580.
Details of the requirements are given in the Appendix the Technical and Sporting Regulations.

3.4 Component Definition


The permitted bodywork and relevant Frame of Reference, as defined in Article 3.1.2, and
used to establish compliance with Article 3.2.2, for each group is defined in the following
Articles.
3.4.1 Bodywork part of the sprung mass of the car
The only permissible sprung mass Bodywork is defined under Articles 3.5 to 3.11 and Articles
3.1.1 (a) (ii) to (iv). The Frame of Reference for all sprung mass Bodywork is the coordinate
system defined in Article 2.6.1.
Any Bodywork subject to Final Assembly as per Article 3.12 must first be classified under one
of the groups specified in Articles 3.5 to 3.11.
Compliance of each Bodywork group with Article 3 will be assessed independently and before
any Trim and Combination operations and Fillet application described in Article 3.12.
Furthermore, the use of components not defined as Bodywork to achieve compliance with
the Bodywork regulations is not permitted. The FIA may request to inspect any removed
geometry post−assembly.
After final assembly, modifications are allowed to the following:
a. Internal Ducts.
b. Non−Aerodynamic Surfaces provided any modification does not result in the surfaces
becoming Aerodynamic.
3.4.2 Wheel Bodywork

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The only permissible Wheel Bodywork is defined in Article 3.14. The Frame of Reference for
all parts classified as Wheel Bodywork is the corresponding upright structure and coordinate
system detailed in Article 2.6.3.
3.4.3 Suspension Fairings
The only permissible Suspension Fairings are defined in Article 3.17. In order to assess
compliance with Article 3.2.2, the Frame of Reference of any Suspension Fairing is the
structural suspension member that it is attached to.

3.5 Floor Bodywork


3.5.1 Floor Body
Floor Body bodywork must:
a. fully lie within RV−FLOOR−BODY.
b. when viewed from below, fully obscure:
i. RS−FLOOR−BODY.
ii. RV−PU−ICE
iii. RV−DIFF.
c. if visible from below, lie exactly on:
i. RV−FLOOR−BODY if directly below RS−FLOOR−REF.
ii. RS−FLOOR−STEP.
d. have up to two sections in any Z−Plane.
e. be fully visible from either above or below.
3.5.2 Floor Foot
Floor Foot bodywork must:
a. fully lie within RV−FLOOR−FOOT.
b. when viewed from above, fully obscure RS−FLOOR−FOOT.
c. have up to two sections in any Z−Plane.
3.5.3 Main Floor
Main Floor results from the Trim and Combination of the following components:
a. Floor Body.
b. Floor Foot.
A Fillet Radius, no greater than 30 mm, may be applied along the intersection between the
remaining component parts.
Once fully defined, Main Floor must:
c. be a single, simply connected volume, with no overlapping regions.
Main Floor Aerodynamic Surfaces must:
d. contain no radius of curvature less than 25mm, except for regions of convex curvature:
i. within 5mm of the boundary of Main Floor, when viewed from below.
ii. visible from above, and within 10mm of the load application points defined in
Article 3.18.7.
3.5.4 Floor Board

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Floor Board bodywork must:
a. fully lie within RV−FLOOR−BOARD.
b. have up to two sections in any Z−Plane.
Assessing each section independently, in any Z Plane, a line tangent to any part of the section
visible from outboard, when measured against a Y−Plane with a positive slope pointing
towards Y = 0, must:
c. subtend an angle of at least 10 degrees, except for regions within 100mm of the
forwardmost point of the section.
In any Z−Plane, within 100mm of the rearmost point of the rearmost section:
d. a line tangent to any part of the section visible from outboard, when measured against
a Y−Plane with a positive slope pointing towards Y = 0, must subtend an angle more
than 20 degrees.
e. no part of the section visible from inboard may be more than 10mm distant from the
section visible from outboard.
Floor Board Aerodynamic Surfaces must:
f. in any Z−Plane, assessing each section independently, contain no concave radius of
curvature less than 1000mm visible from outboard.
g. contain no radius of curvature less than 25mm,
except for regions of convex curvature:
i. within 5mm of the boundary of Floor Board, when viewed from the side.
3.5.5 Floor Bib
Floor Bib bodywork must:
a. fully lie within RV−FLOOR−BIB.
b. be fully visible from either above or below.
Floor Bib Aerodynamic Surfaces must:
c. have no concave radius of curvature:
i. visible from below.
ii. less than 15mm, if visible from above.
d. have no convex radius of curvature less than 15mm,
except for regions:
i. below Z = 5, within 5mm of the boundary Floor Bib.
3.5.6 Floor Bodywork Assembly
Floor Bodywork results from the Trim and Combination of the following components:
a. Main Floor.
b. Floor Board.
c. Floor Bib.
Before trimming, any Floor Board remaining below Main Floor must be discarded.
A Fillet Radius, no greater than 25mm, may be applied along the intersections between the
remaining component parts.
Once fully defined, Floor Bodywork must:
d. be a single, simply connected volume, with no overlapping regions.
e. when viewed from the side, fully obscure RS−FLOOR−BOARD.

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Furthermore:
f. in the Fillet that joins Floor Bib to Main Floor, flexibility is permitted to allow
compliance of the Front Floor Structure when the front of the car meets the ground.
3.5.7 Floor Auxiliary Components
Once Floor Bodywork has been fully defined, the following may be fitted:
a. Up to two Floor Stays, which must:
i. have an inboard attachment location that lies between XDIF = 150 and XDIF = 325 or
ahead of XR.
ii. be fixed on their inboard end to either the Rear Impact Structure or the entirely
sprung part of the car.
iii. be fixed on their outboard end to Floor Bodywork.
iv. have a circular cross section with a diameter no more than 5mm, except for
minimal details at the inboard and outboard attachment points, or for adjustment
purposes.
v. be designed to only take load in tension.

3.5.8 Floor Bodywork Group


Once the components defined in Articles 3.5.1 to 3.5.7 have been constructed in accordance
with these provisions, including any sub−assembly operations, the resulting union is defined
as Floor Bodywork.

3.6 Plank
Below the central surfaces of the Floor Body, the plank assembly must be fitted: consisting of
the plank, the skids, and the mountings. The requirements of this Article must be satisfied
when considering both sides of the car.
The following provisions apply to the plank assembly:
a. The upper surface of the plank assembly must lie at Z = 0, so that no air can pass
between it and the Floor Body or Bib lower surfaces.
b. The plank assembly must be symmetrically arranged about Y = 0.
c. The forward edge of the plank assembly must lie at XF = 430
d. The rearmost edge of the plank assembly must lie at XR = −600.
e. The thickness of the plank assembly measured normal to the lower surface must be
10mm ± 0.2mm and must be uniform when new. A minimum thickness of 9mm will be
accepted due to wear, and conformity to this provision will be checked at the
peripheries of the designated holes.
f. The plank assembly must have four precisely placed holes the positions of which are
given by RV−PLANK. To establish the conformity of the plank assembly after use, its
thickness will only be measured at these holes, regardless of whether plank or skid
material is present.
Four additional 10mm diameter holes are permitted provided their sole purpose is to allow
access to the bolts which secure the Accident Data Recorder to the survival cell.
The following provisions apply to the plank:
g. The geometry of the plank must conform to RV−PLANK with a general manufacturing
tolerance of ±0.5mm and a tolerance on thickness given in (e) above.

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h. The material of the plank is free, but it must be homogeneous with a specific gravity
between 1.3 and 1.45, or if pocketed be made from a bonded assembly the upper
0.5mm of which must have a specific gravity of between 1.3 and 1.65 and the
remainder, excluding pockets, be made from a homogeneous material with a specific
gravity of between 1.3 and 1.45.
i. The plank may comprise no more than three pieces, the forward one of which may not
be any less than 900mm in length.
j. In the areas between XF = 630 and XC = −800 and behind XC = −400, pocketing of the
lower 9.5mm of the plank from above is permitted. The pocket depth may not reduce
the remaining plank material thickness to less than 2mm from either the lowest surface
below the reference plane when new or the lower surface of any recesses necessary to
fit the skids permitted by items k) to r) of this Article. Furthermore, the periphery of any
pocket, in any horizontal plane parallel to the reference plane, must be not less than
10mm from either the edges of the plank or any holes or recesses in the plank. In
vertical cross section the internal pocket fillet radii must be at least 3mm and in
horizontal cross section 10mm. Pockets may only be filled with a material having a
specific gravity of less than 0.25.
The following provisions apply to the skids. The lower surface of the plank may be fitted with
flush mounted metal skids which:
k. May only be fitted in place of plank material.
l. Have a total area no greater than 24000mm² when viewed from below.
m. Are no greater than 4000mm² in area individually when viewed from below.
n. Are fitted in order that their entire lower surfaces are visible from below.
o. Must have a minimum cross−sectional thickness of 15mm across its external boundaries
in plan view.
The minimum wall thickness between an internal fixing hole and the external boundaries of
the skid must be no less than 7.5mm.
p. Must have an upper surface no more than 3mm below the reference plane.
q. Must be designed such that they are secured to the car using the fasteners described in
items t) to w) of this Article and that, when viewed from below, no part of the skid is
more than 50mm from the centre line of a fastener which passes through that skid.
r. Must be made from Titanium alloy (according to AMS4928 or AMS4911 in annealed
condition). Furthermore, they may only be machined from solid and no processes (such
as forging, rolling, welding, heat treatment or coating) may be carried out either before
or after machining.
s. If positioned entirely inboard of Y = 120 and between XF = 425 and XF = 625, must be
fastened directly to the Front Floor Structure with zero degrees of freedom:
The following provisions apply to the plank and skid mountings. The plank and skids must be
fixed to the car using fasteners which:
t. Are no smaller than M6 and are made from grade 12.9 or 10.9 steel.
u. If used to attach a skid to the car, must employ at least 1 fastener per 1,000mm2 of skid
area.
v. If used to attach a skid to the car, the team must be able to show by calculation that the
shanks of the fasteners (which may be no less than 6mm diameter) are the weakest
point in the attachment of the skids to the car.
w. May use a load spreading washer if required.
The total area of the fasteners and any load spreading washers employed with them when
viewed from below must be less than 7,500mm2. The area of any single fastener plus its
load−spreading washer may not exceed 500mm².

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No part of any fastener or load−spreading washer may be more than 8mm below the
reference plane. For the avoidance of doubt, the skids referred to in items k) to s) of this
Article will not be treated as load spreading washers.

3.7 Front Bodywork


3.7.1 Nose
Nose bodywork must:
a. fully lie within RV−NOSE.
b. when viewed from above, fully obscure RS−NOSE.
Nose Aerodynamic Surfaces must:
a. in any X−Plane:
i. contain no concave radius of curvature.
Furthermore, between XF = −950 and XA = 0, the part of this section, which is visible
from above, must:
ii. be tangent to the Z−Axis at its outermost extremity.
iii. have no radius of curvature less than 45mm at XA = 0.
iv. have no radius of curvature less than 20mm forward of XA = 0.
The following will be exempt from the above:
b. Cameras in Position 2.
c. Mounting brackets defined in Article 8.17.7.
3.7.2 Forward Chassis
Forward Chassis bodywork must:
a. fully lie within RV−CH−FRONT.
b. completely enclose RV−CH−FRONT−MIN.
c. have up to two sections in any Z−Plane.
Forward Chassis Aerodynamic Surfaces must:
d. in any X−Plane contain:
i. no convex radius less than 45mm.
ii. no concave radius less than 500mm.
3.7.3 Mid Chassis
Mid Chassis bodywork must:
a. fully lie within RV−CH−MID.
b. prior to the definition of Apertures in Article 3.16, only contain apertures within
RV−STRAP.
Mid Chassis Aerodynamic Surfaces must:
c. contain no radius of curvature less than 25mm,
except for regions within:
i. 20mm of bodywork bonded to the Secondary Roll Structure as defined in Article
12.4.2.
ii. 10mm of the apertures 3.16.9 and 3.16.10.

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iii. RV−STRAP.
3.7.4 Mirror
Mirror Body bodywork must:
a. fully lie within RV−MIRROR−BODY.
Mirror Inner Stay bodywork must:
b. fully lie within RV−MIRROR−ISTAY.
c. intersect Mirror Body and Mid Chassis.
Mirror Rear Stay bodywork must:
d. fully lie within RV−MIRROR−RSTAY.
e. intersect Mirror Body and Sidepod.
f. in any X−Plane, measure less than:
i. 50mm in Z.
ii. 10mm in Y.
Mirror results from the Trim and Combination of the following components:
g. Mirror Body.
h. Mirror Inner Stay.
i. Mirror Rear Stay.
A Fillet Radius, no greater than 10mm, may be applied along the intersections between the
remaining component parts.
Once fully defined, Mirror must:
j. be a single volume with no overlapping regions.
3.7.5 Driver Cooling
Driver Cooling bodywork must:
a. fully lie within RV−DRI−COOL.
b. be fully visible from either above or below.
Driver Cooling Aerodynamic Surfaces must:
c. contain no radius of curvature less than 10mm.
3.7.6 Front Bodywork Assembly
Front Bodywork results from the Trim and Combination of the following components:
a. Nose.
b. Forward Chassis.
c. Mid Chassis.
d. Mirror.
e. Driver Cooling, if present.
A Fillet Radius, no greater than 10mm, may be applied along the intersections between the
remaining component parts.
Once fully defined, Front Bodywork Assembly must:
f. be a single volume, with have no overlapping regions.
3.7.7 Front Bodywork Group

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Once the components defined in Articles 3.7.1 to 3.7.6 have been constructed in accordance
with these provisions, including any sub−assembly operations, the resulting union is defined
as Front Bodywork.

3.8 Rear Bodywork


3.8.1 Sidepod
Sidepod bodywork must:
a. fully lie within RV−SIDEPOD.
b. in its entirety, lie more than 50mm from Floor Board.
Sidepod Aerodynamic Surfaces must:
c. contain no radius of curvature less than:
i. 50mm in a convex direction.
ii. 100mm in a concave direction.
except for:
iii. convex regions within 25mm of the aperture 3.16.8.
3.8.2 Engine Cover
Engine Cover bodywork must:
a. fully lie within RV−EC.
b. have up to two sections in any Z−Plane.
c. when viewed from the side fully obscure RS−EC.
Engine Cover Aerodynamic Surfaces must:
d. in any X−Plane outboard of Y = 5 contain:
i. no convex radius of curvature less than 75mm.
ii. no concave radius of curvature less 50mm.
except for regions:
iii. within RV−STRAP.
iv. within 20mm of the Secondary Roll Structure, defined in Article 12.4.2, and the
lower Side Impact Structure, defined in Article 13.5.1, where the radius of
curvature must not be less than 10mm.
v. inboard of Y = 25, where the radius of curvature must not be less than 25mm.
e. contain no surfaces parallel to an X−Plane ahead of XR = 55.
Furthermore:
f. rearward of XR = −300 and below Z = 350, the X component of any normal to the surface
visible from the side must not be negative.
3.8.3 Rear Bodywork Assembly
Rear Bodywork results from the Trim and Combination of the following components:
a. Sidepod.
b. Engine Cover.
Once fully defined, Rear Bodywork Assembly must:
c. be a single, simply connected volume, with no overlapping regions.

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3.8.4 Rear Bodywork Group
Once the components defined in Articles 3.8.1 to 3.8.3 have been constructed in accordance
with these provisions, including any subassembly operations, the resulting union is defined as
Rear Bodywork.

3.9 Tail and Exhaust Tailpipe


3.9.1 Tail
Tail bodywork must:
a. fully lie within RV−TAIL.
b. when viewed from below, be fully obscured by Floor Body forward of XR = 125.
3.9.2 Exhaust Tailpipe
Exhaust Tailpipe bodywork must:
a. fully lie within RV−TAILPIPE.
b. have a wall thickness of between 0.5mm and 1.2mm.
c. have an exit whose entire circumference lies:
i. between XR = 245 and XR = 250.
ii. above Z = 350.
d. have a circular internal cross−section of a constant diameter between 100mm and
130mm.
e. remain unobstructed internally and in full compliance with the provisions of this Article
after Final Assembly of all Bodywork groups.
When considering both sides of the car, over its last 150mm it must:
f. comprise of a single tailpipe and a support which must fully lie within an individual
instance of RV−TAILPIPE−BRACKET.
RV−TAILPIPE−BRACKET may have a free orientation in space but must intersect
both Exhaust Tailpipe and Tail.
g. have an internal surface which:
i. is a right circular cylinder.
ii. has an axis that lies on Y = 0.
iii. has an axis that forms an angle between ±0.5° to the X−Axis.

3.10 Front Wing (FW)


3.10.1 Front Wing Profiles
Front Wing Profiles bodywork must:
a. fully lie within RV−FW−PROFILES.
b. comprise of three, non−intersecting, simply connected volumes.
c. have up to three sections in any X, Y or Z−Plane.
d. when viewed from above, fully obscure RS−FW−PROFILES.
In any Y Plane:
e. the distance between adjacent sections must lie between 5mm and 15mm at their
closest position.

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f. the rearmost point of every section must be visible when viewed from below.
g. except for the rearmost section, the rearmost point of every section must not be visible
when viewed from above.
h. assessing each section independently, within 40mm of the rearmost point of each
section:
i. a line tangent to any part of the section visible from below must have a positive
slope. The slope of this line will be considered in the Y−Plane.
ii. no part of the section visible from above may be more than 10mm distant from
the section visible from below, if outboard of Y=400, or 15mm if inboard of Y =
400.
Front Wing Profiles Aerodynamic Surfaces must:
i. in any Y−Plane contain:
i. no concave radius of curvature visible from below.
ii. no concave radius of curvature less than 50mm visible from above.
j. when measured against a vertical plane normal to RS−FW−SECTION, contain no normal
to any point on the surface that subtends an angle greater than 25°.
Furthermore:
k. The rearward most point of every individual Y−section, when projected in Z on to the
reference plane, must produce a single tangent continuous curve with no radius of
curvature less than 200mm.
l. Once the Front Wing Profiles are fully defined Gurneys up to 10mm in height may be
fitted to the trailing edge of the upper surface of the rearmost section. These Gurneys
are considered to be part of the Front Wing Profiles and must satisfy the provisions of
this Article except for sections (h) and (i) and, for the inner extremity of the innermost
Gurney and outer extremity of the outermost Gurney, section (j).
3.10.2 Front Wing Endplate Body
Front Wing Endplate Body bodywork must:
a. fully lie within RV−FWEP−BODY.
b. have up to two sections in any Y−Plane.
Front Wing Endplate Body Aerodynamic Surfaces must:
c. contain no radius of curvature less than 5mm.
d. contain no concave radius of curvature less than 100mm.
3.10.3 Front Wing Outboard Footplate
Front Wing Outboard Footplate bodywork must:
a. fully lie within RV−FWEP−OFP.
b. below Z = 75, have up to two sections in any Z−Plane.
Front Wing Outboard Footplate Aerodynamic Surfaces must:
c. contain no radius of curvature less than 5mm.
d. contain no concave radius of curvature less than 50mm if visible from below.
e. outboard of Y = 825mm, contain no concave radius of curvature visible from the side or
above.
3.10.4 Front Wing Inboard Footplate
Front Wing Inboard Footplate bodywork must:

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a. fully lie within RV−FWEP−IFP.
3.10.5 Front Wing Endplate Fence
Front Wing Endplate Fence bodywork must:
a. fully lie within RV−FWEP−FENCE.
Front Wing Endplate Fence Aerodynamic Surfaces must:
b. contain no concave radius of curvature less than 250mm.
3.10.6 Front Wing Endplate
Front Wing Endplate results from the Trim and Combination of the following components:
a. Front Wing Endplate Body.
b. Front Wing Outboard Footplate.
c. Front Wing Inboard Footplate.
d. Front Wing Endplate Fence.
Before trimming, any Front Wing Endplate Body remaining below Front Wing Inboard
Footplate and any Front Wing Endplate Fence remaining below Front Wing Outboard
Footplate must be discarded.
A Fillet Radius, no greater than 10mm, may be applied along the intersections between the
remaining component parts.
Once fully defined, Front Wing Endplate must:
e. be a single, simply connected volume, with no overlapping regions.
f. be no less than 10mm thick if visible from the side.
g. when viewed from above, fully obscure RS−FWEP−TOP:
h. when viewed parallel to the Y−Axis from inboard, fully obscure RS−FWEP−SIDE.
3.10.7 Front Wing Pylon
Front Wing Pylon bodywork must:
a. fully lie within RV−FW−PYLON.
b. in any Z plane:
i. have a total area no greater than 4000 mm2.
ii. measure less than 20mm in the Y direction.
3.10.8 Front Wing Assembly
Front Wing Assembly results from the Trim and Combination of the following components:
a. Front Wing Profiles.
b. Front Wing Endplate.
c. Front Wing Pylon.
Before trimming is applied, any Front Wing Profiles remaining outboard of Front Wing
Endplate and any Front Wing Pylon remaining below Front Wing Profiles must be discarded.
A Fillet Radius, no greater than 10mm, may be applied along the intersections between the
remaining component parts.
Once fully defined, Front Wing Assembly must:
a. be a single volume, with no overlapping regions.
b. when viewed from below, fully obscure Front Wing Pylon.

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3.10.9 Front Wing Rotation System
Except for the forwardmost volume, the Front Wing Profiles, including any fitted gurney and
portions of Front Wing Auxiliary Components that are attached to these volumes, may be
rotated about a fixed axis whilst the car is in motion. Bodywork that can rotate in such way is
defined as FW Flap.
Furthermore:
a. no part of FW Flap may lie outboard of Y = 580.
b. the axis of rotation of FW Flap must:
i. be aligned with a Y−Axis.
ii. at Y = 580, lie within the volume of FW Flap and within 20mm of the forwardmost
point of FW Flap.
c. there must be no relative movement between the constituent parts of the FW Flap.
d. any rotation must maintain:
i. the geometric relationship between the rearmost two volumes as defined in
Article 3.10.1.
ii. compliance with all bodywork regulations except for Article 3.10.1 (a), (e), and (h)
(i).
e. the design is such that failure of the system will result in FW Flap returning to its normal
high incidence position.
f. any rotation may only be commanded by direct driver input and controlled using the
control electronics specified in Article 8.3.
g. the adjustment permitted under this Article is only allowed when the car is stationary
or when specifically permitted by Article x.x of the Sporting Regulations.
h. at any Y−Plane, the distance between adjacent volumes at their closest position must lie
between xx mm and xx mm.
3.10.10 Front Wing Auxiliary Components
The following Front Wing Auxiliary Components are permitted on each side of the car:
a. Front Wing Flap Hangers
i. fully lie within a freely positioned Reference Volume.
ii. when projected in X onto an X−Plane, have a projected area less than 500mm2.
iii. be rigidly fixed to respective profiles.
iv. have a minimum distance from other Flap Hangers and the Front Wing Adjuster
Plate of 125mm.
b. Front Wing Adjuster Plate
i. fully lie within a Reference Volume fixed to car centreline.
ii. be rigidly fixed to the rearmost two profiles and intersect the FW Flap rotation
axis.
c. Front Wing Separators
i. fully lie within a Reference Volume.
ii. positioned at Y = 0 and arranged symmetrically about the car centre plane, lying in
their entirety between Y = ±570 and Y = ±590.
iii− designed and arranged such that the relationship between the single volumes can
only change whilst the car is in motion in accordance to Article 3.10.9.

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iv. aligned to provide a bearing across at least 40mm2 when the distance between
adjacent volumes is at its closest position.
d. Front Wing Fishplates
i. minimal exceptions to Article 3.10.1 provided they fully lie within Y = ±577 and Y =
±583.
ii. be minimally sized to allow 20mm of overlap between adjustable and
non−adjustable parts over complete rotation range.
e. A fairing that contains a single tyre temperature sensor. The entire fairing and sensor
must:
i. fully lie within a freely positioned instance of RV−FW−SENSOR.
ii. intersect either Front Wing Profiles or Front Wing Endplate.
Furthermore, once all Front Wing Auxiliary Components have been defined:
f. A Fillet Radius no greater than 4mm will be permitted where they intersect Front Wing
Assembly.
g. They must be arranged such that they are not visible from both the side and below with
Front Wing Assembly in place.
3.10.11 Front Wing Bodywork Group
Once the components defined in Articles 3.10.1 to 3.10.10 have been constructed in
accordance with these provisions, including any subassembly operations, the resulting union
is defined as Front Wing Bodywork.

3.11 Rear Wing (RW)


3.11.1 Rear Wing Profiles
Rear Wing Profiles bodywork must:
a. fully lie within RV−RW−PROFILES.
b. comprise of three, non−intersecting, simply connected volumes.
c. have up to three sections in any X, Y or Z−Plane.
In any Y Plane:
d. the distance between adjacent sections must lie between 10mm and 15mm at their
closest position.
e. assessing each section independently, within 40mm of the rearmost point of each
section, a line tangent to any part of the section visible from below must not subtend
an angle greater than the stated value, when measured against the X−axis, with positive
angles pointing in the positive X and Z directions.
i. Forwardmost volume: 10 degrees.
ii. Intermediate volume: 40 degrees.
iii. Rearmost volume: 65 degrees.
Rear Wing Profiles Aerodynamic Surfaces must:
f. in any Y−Plane, contain:
i. no concave radius of curvature visible from below.
ii. no concave radius of curvature less than 100mm.
g. when measured against a Y−Plane, contain no normal to any point on the surface that
subtends an angle greater than 20°.

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Compliance with (e), (f) and (g) is not required within 5mm of Additional Rotation Bodywork
defined in Article 3.11.7 (d).
3.11.2 Rear Wing Endplate Body
Rear Wing Endplate Body bodywork must:
a. fully lie within RV−RWEP−BODY.
b. have up to two sections in any Y−Plane
c. when viewed from the side, fully obscure RS−RWEP.
Rear Wing Endplate Body Aerodynamic Surfaces must:
d. contain no concave radius of curvature less than 100mm.
3.11.3 Rear Wing Brace
Rear Wing Brace bodywork must:
a. fully lie within RV−RW−BRACE.
In any Y Plane:
b. have at least one axis of symmetry.
Rear Wing Brace Aerodynamic Surfaces must:
c. contain no concave radius of curvature less than 100mm.
3.11.4 Rear Wing Pylon
Rear Wing Pylon bodywork must:
a. fully lie within RV−RW−PYLON.
b. when viewed from above, rearwards of XR = 250, be fully obscured by Rear Wing
Profiles.
c. in any Z plane:
i. have a total area no greater than 5000 mm2, except for regions within 30mm of
Exhaust Tailpipe.
ii. measure less than 25mm in the Y direction, except for regions inside of
RV−TAIL−EXH.
3.11.5 Rear Wing Assembly
Rear Wing Assembly results from the Trim and Combination of the following components:
a. Rear Wing Profiles.
b. Rear Wing Endplate Body.
c. Rear Wing Brace.
d. Rear Wing Pylon.
Before trimming is applied, any Rear Wing Profiles and Rear Wing Brace remaining outboard
of Rear Wing Endplate Body must be discarded.
A Fillet Radius, no greater than 10mm, may be applied along the intersections between the
remaining component parts.
Once fully defined, Rear Wing Assembly must:
e. be a single volume, with no overlapping regions.
3.11.6 Rear Wing Rotation System
Except for the forwardmost volume, the Rear Wing Profiles, including any fitted gurney and
portions of Rear Wing Auxiliary Components that are attached to these volumes, may be

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rotated about a fixed axis whilst the car is in motion. Bodywork that can rotate in such a way
is defined as RW Flap.
a. No part of RW−Flap may lie outboard of Y = 535.
b. The axis of rotation of RW Flap must:
i. be aligned with a Y−Axis.
ii. lie between XR = 450 and XR = 525.
iii. lie within 10mm of a Rear Wing Profile volume at Y = 530.
c. Any rotation must maintain:
i. the geometric relationship between the rearmost two volumes as defined in
Article 3.11.1.
ii. compliance with all bodywork regulations except for Article 3.11.1 (a), (d), (e) and
(f).
d. The design is such that failure of the system will result in RW Flap returning to its design
position.
e. Any rotation may only be commanded by direct driver input and controlled using the
control electronics specified in Article 8.3.
f. The adjustment permitted under this Article is only allowed when the car is stationary
or when specifically permitted by Article x.x of the Sporting Regulations.
g. At any Y−Plane, the distance between adjacent volumes at their closest position must
lie between 10 mm and 65 mm.
3.11.7 Rear Wing Auxiliary Components
The following Rear Wing Auxiliary Components are permitted on each side of the car:
a. Rear Wing Flap Hangers
i. fully lie within a freely positioned Reference Volume.
ii. when projected in X onto an X−Plane, have a projected area less than 500mm2.
iii. be rigidly fixed to respective profiles.
iv. have a minimum distance from other Flap Hangers of 125mm.
b. Rear Wing Separators
i. fully lie within a Reference Volume.
ii. positioned at Y = 0 and arranged symmetrically about the car centre plane, lying in
their entirety between Y = ±515 and Y = ±535.
iii. designed and arranged such that the relationship between the single volumes can
only change whilst the car is in motion in accordance to Article 3.11.6.
iv. aligned to provide a bearing across at least 40mm2 when the distance between
adjacent volumes is at its closest position.
c. Rear Wing Rotation Fairing
i. fully lie within a fixed position Reference Volume.
d. Additional Rotation bodywork
i. fully lie within a freely positioned Reference Volume.
ii. lie outboard of Y = 535.
Furthermore, once all Rear Wing Auxiliary Components have been defined:
e. A Fillet Radius no greater than 4mm will be permitted where they intersect Rear Wing
Assembly.

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f. They must be arranged such that they are not visible from both the side and below with
Rear Wing Assembly in place.
3.11.8 Rear Wing Bodywork Group
Once the components defined in Articles 3.11.1 to 3.11.7 have been constructed in
accordance with these provisions, including any sub−assembly operations, the resulting union
is defined as Rear Wing Bodywork.

3.12 Final Assembly


Prior to Final Assembly, all bodywork groups described in these Articles must be fully defined.
Furthermore, each proceeding Final Assembly sub−section must be complete before moving
on to the next.
3.12.1 Front to Rear Bodywork Assembly
The Front Bodywork and the Rear Bodywork must be trimmed to each other. The result of
this assembly will be known as Upper Bodywork. A Fillet Radius, no greater than 50mm, may
be applied along the intersections between these volumes.
3.12.2 Upper Bodywork and Floor Assembly
The Upper Bodywork and Floor Assembly must be trimmed to each other. Furthermore:
a. before trimming, any Mid Chassis or Rear Bodywork remaining below the Floor
Bodywork must be discarded.
b. the intersection formed by any remaining Upper Bodywork regions and Floor
Bodywork must produce no more than one curve.
c. a Fillet Radius, no greater than 50mm, may be applied along the intersection between
these volumes.
d. once all volumes are trimmed and filleted, no part of Mid Chassis, Rear Bodywork, the
Fillet Radius between Rear Bodywork and Floor Bodywork, or the Fillet Radius between
Mid Chassis and Floor Bodywork, may be visible from below.
3.12.3 Tail to Floor and Upper Bodywork Assembly
The Tail and the Upper Bodywork to Floor Assembly must be trimmed to each other. A Fillet
Radius, no greater than 25mm, may be applied along the intersections between these
volumes.
3.12.4 Front Wing Bodywork to Nose Assembly
The Front Wing Bodywork and the Nose Bodywork must be trimmed to each other.
Furthermore:
a. a Fillet Radius, no greater than 25mm, may be applied along the intersections between
these volumes.
3.12.5 Rear Wing Bodywork to Tail Assembly
The Rear Wing Bodywork and the Tail Bodywork must be trimmed to each other. A Fillet
Radius, no greater than 10mm, may be applied along the intersections between these
volumes.

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3.13 Bodywork not defined in Articles 3.5 to 3.12
In addition to the bodywork defined and regulated by Articles 3.5 to 3.12, the following
components are permitted:
3.13.1 A transparent windscreen, that measures less than 30mm in Z, less than 300mm in Y, and is
no more than 3mm thick, may be fixed to the forward face of the cockpit opening and may
extend above RV−CH−MID.
3.13.2 Antennae and pitot tubes may be mounted on the upper surface of the survival cell ahead of
the cockpit opening and may extend above RV−BODY−FRONT.
3.13.3 The following fairings may be attached to the Secondary Roll Structure defined in Article
12.4.2, or the cameras defined in Articles 8.10.3 and 8.17.6:
a. A fairing bonded to the Secondary Roll Structure which must:
i. fully lie within a 20mm offset from the Secondary Roll Structure or High−Speed
Camera.
ii. be above Z = 695mm.
iii. be outside of RV−COCKPIT−HELMET.
iv. contain no convex radius less than 2mm.
b. An additional fairing around the Secondary Roll Structure forward mounting and the
camera defined in Article 8.17.6, which:
i. must lie in RV−SECONDARY−ROLL.
ii. may be joined to Front Bodywork with a Fillet Radius no greater than 10mm.
3.13.4 Ducts (as specified in Article 3.1.1) and primary heat exchangers which must not be visible
when viewed from the outside of the car, at any angle perpendicular to the X−axis. This is
assessed with the bodywork defined in Articles 3.5 to 3.12 present but prior to the
application of apertures permitted in Articles 3.16.
3.13.5 A slip sensor and its fairing may be mounted underneath the Forward Chassis provided it lies
within RV−SLIP. The surface of the combined slip sensor and fairings in contact with the
external airstream must form a single curve when intersected by any Z plane.

3.14 Wheel Components


3.14.1 General Principles
The following principles apply throughout Articles 3.14 and 3.15.
a. When referred to individually, Wheel Components will have the words “Front” or
“Rear” prefixed to the Component name.
b. The Wheel Component name on its own refers to both the Front and Rear Components
simultaneously.
c. Any criterion of visibility will be considered in the Wheel Coordinate System (XW, YW, ZW)
and will assume that the sprung mass, the suspension, the RV−FWH−DRUM assembly,
the Aerodynamic Seals and the complete wheels have been removed.
Furthermore, Wheel Bodywork and any Aerodynamics Seals must:
d. be rigid and rigidly secured to the suspension uprights.
e. not be rigidly secured to the suspension members.
Rigidly secured mean not having any degree of freedom.
3.14.2 Drum
The Front Drum and Rear Drum bodywork:

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a. must be made to the geometry defined by RV−FWH−DRUM and RV−RWH−DRUM
respectively.
b. must be fitted with an Aerodynamic Seal, in the outboard of the two annotated
volumes, between the drum and the axle.
c. may be fitted with an Aerodynamic Seal, in the inboard of the two annoted volumes,
between the drum and the wheel rim.
d. both Aerodynamic Seals must be circumferential, continuous (around an arc of 360°)
and uniform.
The following modifications may be applied to the Drum inboard of YW = −5:
e. Apertures, as defined in Article 3.16, provided they are sealed internally so as to
prevent any airflow from one aperture to another.
f. Minor modifications to the Front Drum between ZW=155 and ZW=230 provided these:
i. permit the outboard suspension to to connect to the upright.
ii. do not protrude from the original surface into the external air stream.
3.14.3 Scoop
The Front Scoop and Rear Scoop bodywork must:
a. fully lie within RV−FWH−SCO and RV−RWH−SCO respectively.
b. be fully visible from inboard.
Front Scoop and Rear Scoop Aerodynamic Surfaces must:
c. contain no radius of curvature less than 20mm,
except for regions:
i. within 5mm of the rearward most line formed by the intersection between any ZW
plane and RV−RWH−SCO.
3.14.4 Rear Drum Lip
The Rear Drum Lip bodywork must:
a. fully lie within RV−RWH−LIP.
Rear Drum Lip Aerodynamic Surfaces must:
b. contain no concave radius of curvature less than 20mm.
3.14.5 Internal Cooling Ducts
The Internal Cooling Ducts are classed as LTC and must:
a. fully lie within the volume defined by the union of the Drum and the Scoop.

3.15 Wheel Bodywork Assembly


Prior to Wheel Bodywork Assembly, all Bodywork groups described in Article 3.14 must be
fully defined. Furthermore, each proceeding Wheel Bodywork Assembly sub−section must be
completed before moving on to the next.
3.15.1 Rear Drum to Rear Drum Lip
The Rear Drum and the Rear Drum Lip must be trimmed to each other. A Fillet Radius of no
greater than 25mm may be applied at the intersection between these volumes. The result of
this union will still be known as Rear Drum.
3.15.2 Drum to Scoop

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The respective Drum and Scoop must be trimmed to each other. A Fillet Radius of no greater
than 20mm may be applied at the intersection between these volumes. The result of this
union will be known as Outboard Wheel Bodywork.
3.15.3 Outboard Wheel Bodywork to Internal Cooling Ducts
The Outboard Wheel Bodywork and Internal Cooling Ducts must be trimmed to each other.
Furthermore, once the apertures in Article 3.16 have been applied, any flow linking the inlet
to the outlet must pass through a YW plane outboard of YW = −50, with the exception of ducts
that cool electrical components.

3.16 Apertures
Once the Final Assembly and Wheel Bodywork Assembly have been fully defined, the
apertures listed in the following table may be applied. Apertures shall be interpreted as
mathematical surfaces bound by their peripheries. Unless otherwise stated, each aperture
may only be applied once and all apertures must:
a. in any X, Y and Z plane, only contain a single section.
b. be fully coincident with the surface of the stated Bodywork Group only.
c. fully lie within the stated Aperture RV. Unless otherwise stated, each individual
Aperture RV:
i. is an axis aligned cuboid that is bounded by a single internal diagonal extending
from [0,0,0] to the stated co−ordinates.
ii. may be freely translated in space.
iii. may be rotated within the prescribed limits. [X° Limit, Y° Limit, Z° Limit]
d. all Wheel Bodywork Aperture RVs are referenced to the Wheel CSYS
e. have a surface area no greater than the stated area, per side of the car.
f. be fully visible from the direction stated, with the aperture surface assumed to be
non−transparent.
g. respect all other stated criteria.
h. not overlap any other aperture, except for 3.16.15.

(b) (c.i) / (c.iii) (e) (f) (g)

3.16.1 [15, 40, 20]


Nose 750 Front i. Must lie forward of X = −1100.
Nose [0°, ±10°, 0°]

3.16.2
Nose [100, 10, 10] i. Placeholder to allow FW rotation mechanism
FW 750 Below
Adjuster [0°, 0°, 0°] through the nose lower surface
Adjuster

3.16.3
Driver [20, 100, 20]
Driver 1000 Front
Cooling [0°, ±10°, 0°]
Cooling

i. Up to two apertures (one each for push/pullrod


3.16.4 Nose and [90, 10, 30] and trackrod) are permitted.
Forward 2500 Side
FSU IB Chassis [0°, ±10°, ±10°] ii. No point on the aperture may be more than
100mm from any other point.

Front [50, 125, 175]


3.16.5 15,000 Front i. Must lie forward of XW = −50.
Scoop [0°, 0°, 0°]

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F−Scoop ii. Except for minimal incidental leakage, all air
Inlet which enters the Front Scoop Inlet must exit the
Front Scoop Outlet.

i. Must lie rearward of XW = 100 and above ZW =


3.16.6
Front [75, 125, 175] −50.
F−Scoop 15,000 Rear
Scoop [0°, 0°, 0°] ii. Only air which has entered the Front Scoop Inlet
Outlet
shall exit the Front Scoop Outlet.

3.16.7
[10, 15, 60]
Floor Floor 750 Front i. Must lie above Z=100 and forward of XF=650.
[0°, ±20°, 0°]
Auxiliary

3.16.8
[20, 475, 250]
Sidepod Sidepod 80,000 Front i. Must lie above Z = 275.
[0°, ±80°, ±30°]
Inlet

3.16.9 RV−COCKPIT−A
i. Must not be translated.
Chassis Mid PERTURE Above
Cockpit
[Will be defined based on RV−COCKPIT−ENTRY]
Entry [0°, 0°, 0°]

3.16.10
[10, 160, 175]
Roll Hoop Chassis Mid 15,000 Front i. Must lie above Z = 770.
[0°, ±10°, 0°]
Inlet

i. RS−BW−APERTURE must be fully obscured when


3.16.11 RV−BW−APERT viewed from above.
Engine URE
EC Louvre 150,000 Above ii. Any exposed surfaces must fully lie within
Cover
Cooling [0°, 0°, 0°] 50mm of the untrimmed surface.

iii. Must not be translated.

3.16.12 i. Must lie inboard of Y = 25.


Engine [1200, 25, 20]
EC Y25 30 000 Above ii. RS−EC must be fully obscured when viewed
Cover [0°, ±20°, 0°]
Cooling from the side.

3.16.13 Engine [10, 250, 300]


100,000 Rear i. Must lie rearward of XR = −55.
EC Rocket Cover [0°, 0°, 0°]

3.16.14 Floor or [5, 60, 30] i. Must be fully obscured from below with Floor
R−Tyre Engine 1500 Rear
[0°, ±20°, ±45°] Body present.
Sensor Cover

i. A single aperture is permitted for each


suspension member and driveshaft.

ii. No point on the aperture may be more than


3.16.15 Engine [120, 10, 100] 200mm from any other point.
12 000 Side
RSU IB Cover [±10°, 0°, ±30°] iii. At the legality ride height defined in Art 10.1.4,
for parts forward of XR = −55, the aperture must
enclose the suspension member or driveshaft,
including its fairing.

i. Must lie forward of XW = −100.


3.16.16
[50, 100, 175]
Rear Scoop 10,000 Front ii. Except for minimal incidental leakage, all air
R−Scoop
[0°, 0°, 0°] which enters the Rear Scoop Inlet must exit the
Inlet
Rear Scoop Outlet.

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i. Must lie rearward of XW = 100 and above ZW =
3.16.17
[150, 100, 175] −50.
R−Scoop Rear Scoop 10,000 Rear
[0°, 0°, 0°] ii. Only air which has entered the Rear Scoop Inlet
Outlet
shall exit the Rear Scoop Outlet.

3.17 Suspension and Driveshaft Fairings


3.17.1 Suspension Fairings must be fitted to all suspension members defined in Article 10.3.6,
except for those of circular cross section.
3.17.2 Each Suspension Fairing, relative to its corresponding suspension member, must:
a. fully cover the member and any components mounted to the member, over the span
exposed to the external air stream.
b. be rigid and have zero degrees of freedom relative to the member. Except for
suspension conforming to Article 10.3.3, where minimal deformation or articulation will
be allowed in shared cover sections to accommodate nominal misalignment of relevant
suspension members through the suspension travel range.
c. lie entirely ahead of XR = 165.
3.17.3 The surface bounded by the external cross−section of each Suspension Fairing, when taken
normal to the corresponding suspension member’s load line defined in Article 10.3.6 (a)
must:
a. intersect the load line, except for front suspension elements, locally, for the sole
purpose of ensuring minimum clearance with the wheel rim at full steering lock.
b. have at least one axis of symmetry where the larger one will be called the ‘major axis.’
c. have no dimension which exceeds:
i. 100mm.
ii. 5mm larger than the major axis.
d. have an aspect ratio no greater than 3.5:1, where aspect ratio is the ratio of the major
axis to the maximum thickness, measured in the direction normal to the major axis.
e. have an incidence (defined as the angle between the major axis and Z=0 with the car at
its legality ride height, as defined in Article 10.1.4) which lies within the following
ranges:
i. For Front Suspension Fairings, between 10deg (nose down) and 0deg.
ii For Rear Suspension Fairings, between 10deg (nose down) and –10deg (nose up).
3.17.4 Fairings of suspension members which share an attachment point will be considered by a
virtual dissection into discrete components. Such fairings will be allowed local minimal
exceptions to Article 3.17.3 (b), (d) and (e) close to the junction of the suspension members,
including minimal cut outs to allow the passage of a suspension member connected inboard
to the rockers defined in Article 10.4.1. After application of any such cut out, the resultant
fairings must still seal the internal volume of the fairings from the external airstream.
3.17.5 A Driveshaft Fairing may be fitted around the driveshaft defined in Article 9.12. This fairing
must be rigid and have zero degrees of freedom relative to the axis of the driveshaft.
Furthermore, the surface bounded by the external cross−section of this fairing, when taken
normal to the driveshaft axis must:
a. respect the criteria of Article 3.17.3 except for:
i. part (a), which must instead intersect the driveshaft axis.
ii. part (e), where the range is between 10deg (nose down) and –10deg (nose up).

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3.17.6 The angle between the normal to any point of the surface of a Suspension or Driveshaft
Fairing and a plane normal to the corresponding suspension member’s load line or driveshaft
axis must not exceed 15 degrees. Except for, regions close to inner and outer attachment
points, or close to the junction between suspension members that share an attachment.
3.17.7 In order to permit suspension travel while maintaining an Aerodynamic Seal, minimal flexible
components may be fitted between a Suspension and Driveshaft Fairing and the following
components:
a. Wheel Bodywork, as defined in Article 3.15.
b. Front Bodywork, as defined in Article 3.7.
c. Engine Cover Bodywork, as defined in Article 3.8.2.
d. Tail Bodywork, as defined in Article 3.9.
e. Gearbox Case, as defined in Article 9.1.5.
f. The Suspension Fairing covering the suspension member connected inboard to the
rockers defined in Article 10.4.1.
With the car at its Legality Ride Height, these flexible components must:
g. contain a Fillet Radius of up to 30mm between the components they are sealing.
h. except for the Fillet Radius defined in (g), conform with the shape restrictions of the
two components they are sealing. For clarity, parts of these components may be
replaced with the flexible component.
i. be designed in such way as to maintain their shape integrity with the car in motion, and
as much as possible, with the suspension at another position than that of the Legality
Ride Height.
When the suspension is at the Legality Ride Height and the Wheels are in the straight−ahead
position, exceptions to (g) and (h) are permitted in regions internal to the volume bounded
by the Fillet Radius defined in (g) between:
j. Suspension Fairings and Front Wheel Bodywork.
k. the Front Trackrod Suspension Fairing and Front Bodywork.

3.18 Aerodynamic Component Flexibility


3.18.1 Introduction of load/deflection tests
In order to ensure that the requirements of Article 3.2.2 are respected, the FIA reserves the
right to introduce further load/deflection tests on any part of the bodywork which appears to
be, or is suspected of, moving whilst the car is in motion.
3.18.2 Load/deflection linearity
All load deflection tests must have a nominally linear elastic relationship unless otherwise
stated.
3.18.3 Rear Wing Skins
The skins of the Rear Wing Profiles may deflect no more than 2mm when a 60N force is
applied to the skin normal to and away from the element.
The force will be applied using a vacuum cup of 50mm diameter and the deflection will be
measured at the outer diameter of the cup.
3.18.4 Front Wing Bodywork Flexibility
The flexibility of Front Wing Bodywork will be tested by applying a load of [0, 0, −1000]N at
points [XF, Y, Z] = [−400, ±750, 200] or [−600, ±750, 200].

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The load will be applied in a downward direction using a 50mm diameter ram on a
rectangular adaptor measuring 350mm in the X−direction and 135mm in the Y−direction. This
adaptor must be supplied by the team and should:
a. have a flat top surface without recesses.
b. be fitted to the car to apply the full load to the bodywork at the test point and not to
increase the rigidity of the parts being tested.
c. be placed with the inner face 685mm from Y = 0.
d. be placed with its forward face at XF = −665mm.
e. be placed with its top face at Z = 200.
f. have a mass of no more than 2kg.
The deflection will be measured relative to the survival cell and along the loading axis.
When the load is applied symmetrically to both sides of the car the vertical deflection must
be no more than 15mm.
When the load is applied to only one side of the car the vertical deflection must be no more
than 20mm.
3.18.5 Front Wing Flap Flexibility
Any part of the trailing edge of any Front Wing Flap may deflect no more than 5mm, when
measured along the loading axis, when a 60N point load is applied normal to the flap.
3.18.6 Front Floor Flexibility
Bodywork flexibility will be tested by applying a load vertically upwards using a 50mm
diameter pad with a gimbled interface to the loadcell. The position of the centre of the pad
will be given by the FIA and will be on the underside of the plank within a quadrilateral area,
with vertices at points:
a. [XF = 460, 50], [XF = 610, 65], [XF = 610, −65], [XF = 460, −50].
The deflection will be measured along the loading axis.
At all times during the test, the load at a given deflection must exceed the load given by a
straight−line graph defined by connecting the following coordinates in order:
b. (0 mm, 0 N) (1 mm, 0 N) (5 mm, 4000N) (25mm, 6000N).
This must be the case whether the deflection is increasing, decreasing, or held constant. The
test will have no more than a maximum load of 8000N or a maximum deflection of 15mm
(whichever is reached first) unless specifically requested by the FIA to investigate behaviour
above these limits.
The load deflection relationship must be strictly monotonic with both increasing and
decreasing deflection.
3.18.7 Outboard Floor Flexibility
The outboard edge of the Floor Bodywork Group may deflect no more than 8mm in Z, at any
point between XR = −1260 and XR = −350, when a distributed load of [0, 0, −600]N is applied
to each side of the car.
The load will be applied simultaneously at 6 points on each side of the car, nominally at [XR, Y
= 695]:
a. [−480], [−635], [−790], [−945], [−1100], [−1255].
A 2mm tolerance on position will be permitted for manufacturing reasons.
When viewed from above, and with the Floor Bodywork Group as fully defined in Article
3.5.8 in place, nothing other than the bodywork may be visible within 15mm of any load
application point. A load application point that does not meet this requirement may be

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moved, in X and/or in Y, by the minimum amount necessary to comply. The FIA may require
load points to be moved if, in their view, the load location or the floor shape has been
specifically designed to permit greater levels of outboard floor flexibility in untested regions
of the floor.
Once the load application positions are fully defined, Teams must provide a suitable means of
applying the load to the upper surface of the bodywork. The load will be applied through a
rod of diameter 2.3mm. Details of this arrangement are provided in the appendix to the
Technical and Sporting Regulations. The contact of any load−spreader with the bodywork
must lie within a cylinder of diameter 25mm, coaxial with the load application axis. If the
Team’s preferred method requires through−holes, these holes must be sealed on either or
both of the upper and lower surfaces at all times the car is on the circuit and during any
assessment of any visibility from above around load application points.
Loads will be applied to these rods in two stages:
b. [0, 0, −50] N to each load application point to give 300N per side.
c. [0, 0, −100] N to each load application point to give 600N per side.
Deflection will be measured by laser scanning of the bodywork at each loading stage.
3.18.8 Central Floor Flexibility
a. Bodywork within RV−PLANK may deflect no more than 2mm at the two holes in the
plank at XF=1080 and no more than 2mm at the rearmost hole, when the car, without
driver, is supported at these positions. The car will be supported on 70mm diameter
pads, centred on the holes, and only in contact with the underside of the plank
assembly. The displacement will be measured at the supports, relative to the reference
plane at the centre of each hole.
Furthermore, the stiffness for any deflection exceeding that defined in the previous
paragraph must be no less than 15kN/mm.
Competitors will be required to demonstrate the local vertical stiffness and design
installation of the skids and plank to the FIA for the regions around the periphery of
each of these three holes. Compliance with Article 3.6 (e). will only be assessed in the
regions that are at least 90% as stiff as the stiffest part of the periphery. Any designs
intended to protect these regions of the periphery from wear will not be accepted.
b. Competitors will be required to demonstrate compliance with these provisions by way
of a detailed inspection of both the CAD and the physical installation, as well as Finite
Element analysis.
c. Bodywork on the reference plane may deflect no more than 0.2mm when the car,
without driver, is supported at the two holes in the plank at XF=1080 and at the
rearmost hole in the plank. The car will be supported on 40mm diameter pads, centred
on the holes, and only contacting the bodywork on the reference plane. For the two
holes at XF=1080 the displacement will be measured at the supports, relative to the
survival cell datum points detailed in Article 3.3.3. For the rearmost hole, the
displacement will be measured at the support, relative to the power unit at the
uppermost transmission mounting studs detailed in Article 5.x.x.
3.18.9 Rear Wing Mainplane Flexibility
a. Bodywork may not deflect more than 6mm along the loading axis and 1.0° in a Y−Plane,
when two loads of [0, 0, −1000]N each, are applied simultaneously to the Rear Wing
Profiles. The loads will be applied at [XR = 350, ±325, 835]
b. Bodywork may not deflect more than 6mm along the loading axis and 1.0° in a Y−Plane,
when two loads of [324, 0, −940]N each, are applied simultaneously to the Rear Wing
Profiles. The loads will be applied at [XR = 300, ±325, 825]
The loads in (a) and (b) will be applied through adaptors, supplied by the team, that lie
between 275mm and 375mm from Y=0 and between XR = 200 and at least XR = 450. The upper

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surface each adaptor must lie at Z = 835 and should have a counterbore of 52mm diameter
for the application of the load in (b).
The angular deflection will be measured on the rear wing profiles, at [XR, Y] [325, ±150], and
[375, ±450] and relative to the Rear Impact Structure. Teams must provide four pads to
support tracking targets. Details of the targets is given in the Appendix to the Technical and
Sporting Regulations.
The tests defined in this article may be performed with the RW Flap removed. In such cases
the permitted deflections will be 25% higher than those defined in (a) and (b).
3.18.10 Rear Wing Flap Flexibility
The RW Flap may deflect no more than 7mm horizontally when a 500N load is applied
horizontally. The load will be applied in the plane Z = 800 at one of three separate points
which lie within 50mm of the car centre plane and 300mm either side of it. The loads will be
applied in a rearward direction using a suitable 25mm wide adaptor which must be supplied
by the relevant team.
The deflection will be measured along the loading axis and relative to the forward part of the
Rear Wing Mainplane at the same Y−station.
3.18.11 Rear Wing Mainplane Trailing Edge
The forward−most aerofoil element of Rear Wing Profiles may deflect no more than 3mm
along the line of load application, when a 200N load is applied normal to the lower surface.
The load will be applied in line with the trailing edge of the element at Y = 0, Y = ±150, or at Y
= ±450.
The deflection will be measured relative to the forward part of the Rear Wing Mainplane at
the same Y−station.
The loads will be applied using a suitable adaptor, supplied by the relevant team, which:
a. may be no more than 50mm wide.
b. which extends no more than 10mm forward of the trailing edge.
c. incorporates an 8mm female thread in the underside.
3.18.12 Rear Wing Endplate Flexibility
The Rear Wing Endplates described in Article 3.9.2 may deflect no more than 10mm, when
measured along the loading axis, when a 50N point load is applied in an inward direction
normal to the car centre plane using a spherical 15mm diameter tip at [XR, Z] = [725, 500]. For
this measurement, the contribution of the rigid−body rotation of the whole wing assembly
will be removed.
3.18.13 Rear Wing Slot Gap Deflection
With the hydraulic system active and the Rear Wing Rotation System deployed, a spherical
gauge must not pass through the gap between the forwardmost and its adjacent profile
within RV−RW−PROFILES. The gauge will have a diameter of 65mm +0.00 / −0.05mm and a
load of 10N will be applied during the test.
3.18.14 Additional Diagnostics
To allow the behaviour of the Rear Wing to be monitored using the onboard cameras,
contrasting markers must be applied to bodywork within RV−RW−PROFILES. Details of these
markers and their positions are given in the Appendix to the Technical and Sporting
Regulations.

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ARTICLE 4: MASS

4.1 Definitions
4.1.1 Car mass
Is the mass of the car, including tyres, plus Mass of the Driver (as defined in Article 4.1.2)
and Driver Ballast (defined in Article 4.4.2), but without fuel.
4.1.2 Mass of the Driver
Is the mass of the driver with the seat, and driving equipment, as specified in Appendix L of
the Code but excluding the Safety Harness.
4.1.3 Nominal Tyre Mass
The Nominal Tyre Mass is defined as the mass of a set of new, production, dry weather, tyres,
rounded to the nearest 1kg.
All masses will be measured by the tyre provider and published after the final day of TCC
opportunity (as defined in Article 10.8.c of the Sporting Regulations) prior to the start of the
Championship and will be the mean mass of sample of 50 tyres per axle.
In the case of a change in tyre specification during the championship, the Nominal Tyre Mass
will be adjusted if required.

4.2 Minimum mass


The Minimum Mass is 724kg plus the Nominal Tyre Mass.
At all times during the Competition, the mass of the car, as defined in Article 4.1, must not be
less than the Minimum Mass.
When a Heat Hazard is declared, the Minimum Mass will be increased by 4kg.
If, when required for checking, a car is not already fitted with dry−weather tyres, its mass will
be determined using a set of dry−weather tyres selected by the FIA technical delegate.

4.3 Mass distribution


With the car resting on a horizontal plane:
i. the mass measured at the front axle must not be less than the minimum mass specified
in Article 4.2 factored by 0.44.
ii. the mass measured at the rear axle must not be less than the minimum mass specified
in Article 4.2factored by 0.54.
If, when required for checking, a car is not already fitted with dry−weather tyres, its mass will
be determined using a set of dry−weather tyres selected by the FIA technical delegate.
If, when required for checking, a Heat Hazard has been declared, the increase in mass will not
be considered.

4.4 Ballast
4.4.1 General
Ballast can be used provided it is secured in such a way that tools are required for its removal
and that it remains immobile with respect to the sprung mass in its entirety. It must be
possible to fix seals if deemed necessary by the FIA technical delegate.
4.4.2 Driver Ballast

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Ballast designated for the purpose of achieving the driver mass specified in Article 4.6.2 must:
a. Be entirely located to the car between the front and rear extent of the cockpit entry
template.
b. Be attached securely to the survival cell and sealed by the FIA.
c. Be clearly identified.
d. Have a density greater than 7500Kg/m3.
A nominal such mass of 10kg should be present for the impact test described in Article 13.2.
4.4.3 Ballast Ahead of XA=0
Any ballast mounted ahead of XA=0, that is not mounted within the forward−most profile of
Front Wing Profiles, must be present during the Front Impact Structure Dynamic Test defined
in Article 13.6.3.

4.5 Adding during the race or sprint session


With the exception of compressed gases, no substance may be added to the car during the
race or sprint session. If it becomes necessary to replace any part of the car during the race or
sprint session, the mass of the new part must not be more than that of the original part.

4.6 Reference Mass of the driver and Driver Ballast


4.6.1 The reference Mass of the Driver will be established by the FIA technical delegate at the first
Competition of the Championship, this reference mass may be amended at any time during
the Championship season if deemed necessary by the FIA technical delegate.
4.6.2 The reference Mass of the Driver plus the mass of any Driver Ballast must not be less than
82kg at any time during the Competition.

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ARTICLE 5: POWER UNIT

5.1 Definitions ICE


5.1.1 Power train
The power unit and associated torque transmission systems, up to but not including the drive
shafts.
5.1.2 Power unit (PU)
The internal combustion engine and turbocharger, complete with its ancillaries, the energy
recovery system and all actuation systems and PU-Control electronics necessary to make
them function at all times.
5.1.3 Engine (ICE)
The internal combustion engine including ancillaries and actuator systems necessary for its
proper function.
5.1.4 Turbo Charger (TC)
The assembly of a compressor used for pressure charging of the engine, a turbine connected
to the engine exhaust system used to drive the compressor, the drive system between the
compressor and the turbine and their respective housings and bearings.
5.1.5 Engine cubic capacity
The volume swept in the cylinders of the engine by the movement of the pistons. This volume
shall be expressed in cubic centimetres. In calculating engine cubic capacity, the number Pi
shall be 3.1416.
5.1.6 Combustion chamber
An enclosed space in the engine cylinder controlled by the opening and closing of the poppet
valves in which combustion takes place.
5.1.7 In-cylinder pressure sensor
A sensor whose function is to measure the pressure in the combustion chamber.
5.1.8 Knock sensor
A sensor whose sole function is to measure the knock intensity in the combustion chamber.
5.1.9 Fuel injector
Any device or component that delivers fuel into an oxidiser.
5.1.10 High pressure fuel pump
A mechanical device whose sole function is to pressurise the fuel to the pressure required for
the high -pressure injection. It may be electronically controlled.
5.1.11 Fuel Flow meter
A sensor whose function is to measure the flow of the fuel passing through it.
5.1.12 Ignition Coil
Assembly including an induction coil that supplies the voltage to the spark plug.
5.1.13 Ancillaries
A component whose function is to support the primary activities of a main system to allow it
to operate.

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5.1.14 Pressure charging
Increasing the weight of the charge of the fuel/air mixture in the combustion chamber (over
the weight induced by normal atmospheric pressure, ram effect and dynamic effects in the
intake and/or exhaust system) by any means whatsoever. The injection of fuel under pressure
is not considered to be pressure charging.
5.1.15 Compressor inlet
A component containing a duct of closed cross section through which all air destined for
combustion enters any compressor.
5.1.16 Compressor outlet
One or more components each of them containing a duct of closed cross section through
which all air destined for combustion exits the compressor.
5.1.17 Engine Plenum
A pressurised vessel upstream of the combustion chamber containing all of the air destined
for combustion. This vessel (or vessels) may be comprised of several components. Pipes, as
generally understood, conveying air from the compressor to the engine are not part of the
engine plenum.
5.1.18 Main Oil Tank
The main oil tank is a singular vessel directly connected to the engine oil feed at the inlet of
the oil pressure pump.
5.1.19 Auxiliary Oil Tank (AOT)
An Auxiliary Oil Tank (AOT) is a singular vessel connected to the engine whose sole function is
to hold engine oil for the replenishment of the engine lubrication system.
5.1.20 Engine exhaust system
Assembly of parts conveying the engine exhaust fluids from the cylinder head up to but not
including the turbine and/or wastegate. It does not include the turbine or wastegate exit
tailpipe(s). A set comprises left and right assemblies.
5.1.21 Valve Stem
The valve stem is the part of the component that slides within the valve guide during
operation.
5.1.22 Wastegate
A device used to release exhaust fluids from the complete exhaust system, anywhere
downstream of the exhaust valves and upstream of the turbine wheel.
5.1.23 Pop-off valve
A device used to release air from the engine intake air system, anywhere downstream of the
compressor wheel and upstream of the intake valves, and to recirculate it upstream of the
compressor wheel.
5.1.24 Cylinder Liner
A component installed into the crankcase whose primary function is to provide a durable
surface on which the piston and piston rings run. There must be only a single cylinder liner
per cylinder bore and the liner may also provide the sealing interface between the cylinder
bore and the cylinder head.
5.1.25 Insert

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An insert within a PU component is a non-dismountable part whose function is solely to
locally support a function of this component.
5.1.26 Top Deck (Appendix 2, Drawing 6)
The single plane surface of the block, normal to the cylinder centreline coincident with the
primary connection between the crankcase and the cylinder head.
5.1.27 Deck Height (Appendix 2, Drawing 6)
The distance on each bank between the crank axis and the top deck.
5.1.28 Journal bearing diameter (Appendix 2, Drawing 7)
The maximum diameter of the bearing journal across its entire width excluding fillet radii.
5.1.29 Journal bearing width (Appendix 2, Drawing 7)
The minimum width of the inner bearing surface at its minimum diameter. This excludes any
additional bearing shell width resulting from edge chamfers, radii or any other relieving
feature.
5.1.30 Exclusivity agreement
An exclusivity agreement is deemed to be any agreement concluded between the supplier
of such parts (including any PU manufacturer) and any PU Manufacturer, which has the
purpose and/or the effect of restricting or delaying the possibility for such a supplier:
a. to consider any request from another PU Manufacturer; and/or
b. to supply, under reasonable commercial conditions, a part meeting the applicant’s
specifications.
5.1.31 Cylinder Head
The Cylinder Heads are the components that close all the cylinders of each bank of the engine
and form the structure between the combustion chambers and the camshaft bearings
between at least the front of the forward cylinder bore and the rear of the rearward cylinder
bore on each bank.
5.1.32 Heat Shield
A heat shield is a component or an assembly whose primary function is to shield components
from thermal radiation and is not permanently attached to another component or assembly
(such as by riveting, bonding, welding, brazing, or plating).
5.1.33 Throttle
A variable geometry device or arrangement which restricts the airflow into the ICE by means
of a variable area restriction within the intake. The throttle may only comprise of one or more
rotating butterfly valve or one or more rotating barrel valve.
5.1.34 Thermal Insulation
Thermal insulation is a part fitted adjacent to a component whose primary function is to
reduce the heat transfer between that component and its surroundings.
5.1.35 Trumpet
A trumpet is a component(s) that extends the geometrical path of air destined for
combustion directly into each individual cylinder. The trumpet(s) may also include any
Throttle(s) permitted by 5.8.3.

5.2 Definitions ERS


5.2.1 Energy Recovery System (ERS)

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A system that is designed to recover energy from the car, store that energy and make it
available to propel the car and, optionally, to drive any ancillaries and actuation systems
necessary for its proper function.
5.2.2 MGU-K Control Unit (CU-K)
The bi-directional DC-AC power converter sat between the ES and the MGU-K. It is composed
of power modules, DC-link capacitor(s), gate driver board(s), CUK logic board, and may
contain other devices that perform functions related to the CU-K operation such as DC bus
discharge circuits, sensors, Y-capacitors, housing, and cooling systems.
5.2.3 ES main enclosure (ESME)
External structure that encloses at least the elements listed in Article 5.19.7 and allows their
installation inside of the ERS Reference Volume (RV-PU-ERS). It may be composed of
elements rigidly linked to form a continuous closed volume.
5.2.4 Motor Generator Unit - Kinetic (MGU-K)
The Motor Generator Unit - Kinetic is the rotating electromechanical machine that converts
electrical energy into mechanical energy (a ‘motor’) and vice versa (a ‘generator’).
5.2.5 MGU-K mechanical transmission
The MGU-K mechanical transmission is defined as the device that provides any mechanical
speed reduction between the MGU-K and a rotating part of the ICE specifically and only for
the MGU-K. If the MGU-K mechanical transmission connects to a shaft/component on the ICE
that is already rotating at a speed above or below crank speed for other purposes, that
existing gear ratio (driving some part of the ICE other than the MGU-K) is not included in the
MGU-K transmission. The MGU-K mechanical transmission may be wholly mounted on the
ICE or on the MGU-K or partly on both.
5.2.6 Energy Store (ES)
The part of ERS that stores energy, including its safety control electronics and a minimal
housing.
5.2.7 DC-DC Converter
An electronic circuit or electromechanical device, only capable of consuming energy, that
converts a source of direct current (DC) from one voltage level to another for use by the
electrical and electronic components of the car and power unit.
5.2.8 DC-DC Unit
The unit containing the DC-DC(s) that converts from high to low voltage.
5.2.9 Power Box Unit
An electronic device used to drive the high pressure fuel pump, injection and ignition system.
5.2.10 Control Electronics - Power Unit (PU-CE)
Any component used to control Power Unit sub-systems and containing programmable
semiconductors or high-power switching devices.
It includes, but is not limited to, MGU-K control unit (CU-K), power box, DC-DC Unit, power
distribution board.
It excludes any FIA Standard ECU, FIA sensors and ES safety control electronics.
5.2.11 ERS-K
The only part of the ERS allowed to propel the car. It is composed of the MGU-K, the CU-K
and the ERS-K phase conductors.
5.2.12 Battery management system (BMS)

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The BMS is a set of important safety systems of the ES. The main function is as a monitoring
and a charge-balancing circuit to keep all cells under normal operating conditions, within the
specified parameters e.g. voltage, temperature, current, state of balance, defined by the
manufacturer.
5.2.13 High Voltage
Classification of an electrical component or circuit whose maximum working voltage is > 30 V
AC rms or > 60 V DC.
5.2.14 Hazardous electric shock
Physiological reaction generated by an electrical current greater than 2mA passing through
the human body.
5.2.15 Car main ground
The electrical reference potential of all conductive parts of the car, typically located on the
ICE block.
5.2.16 Exposed conductive part
Conductive part of the electric equipment, which can be touched by a test finger according to
IP2X and which is not normally live, but which may become live under single fault conditions.
5.2.17 Live part
Conductive part which belongs to a high voltage component or circuit in normal use and
which has an insulation resistance lower than 100Ω/VDC and 500Ω/VAC.
5.2.18 Basic insulation
Insulation applied to live parts which provides protection against hazardous electric shock in
case of contact.
5.2.19 Supplementary insulation
Independent insulation applied in addition to basic insulation for protection against
hazardous electric shock in the event of a failure.
5.2.20 Double insulation
Insulation comprising both basic insulation and supplementary insulation. Double insulation
is composed of two layers of insulators with two different failure modes. Those two layers
can be tested separately.
5.2.21 Reinforced insulation
Insulation of hazardous-live-parts which provides a degree of protection against electric
shock equivalent to double insulation.
5.2.22 Maximum working voltage
Highest value of AC peak voltage or of DC voltage that can occur under any normal operating
conditions according to the manufacturer's specifications, disregarding residual variation of
the DC voltage shorter than 100µs. Field weakening is considered as a normal operation,
therefore a MGU with a maximum back-EMF higher than the maximum working voltage
established by this technical regulation is allowed.
5.2.23 Electronic Box
Unit that contains at least 1 microcontroller.
5.2.24 Breakout Box
Unit used to perform low voltage looms adaptation.

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5.2.25 ES cell
The elementary part of the ES that produces and stores electricity through electro-chemical
reactions.
5.2.26 Cell Tabs
Cell connection terminals which connect the cathode and anode electrodes to the external
circuit.
5.2.27 HV DC Bus
The set of electrical conductors which are not part of the ES or any PU-CE and that serves as
the pathway to the electrical energy directly used to propel the car flowing between those
elements.
5.2.28 ERS Auxiliary Circuit
Any circuit inside or outside the ES and PU-CE elements which does not form part of the high
voltage DC bus current flow path that connects the ES to the CUK and DCDC, and which is
typically designed to monitor or to perform functionalities allowing the ERS to operate
correctly and safely. Example of auxiliary circuits include, but are not limited to, voltage
measurement circuits, insulation measurement circuits, contactor pre-charge circuits, battery
(dis)charge connections, cable disconnect detection circuits.
5.2.29 ERS-K Phase Conductors
The components allowing electrical current to flow between the CU-K and the MGU-K
windings composed of conductors (e.g. busbars, cables or wires) and respective connection
interfaces not part of the ESME or MGU-K.

5.3 Engine specification


5.3.1 Only 4-stroke engines with reciprocating pistons are permitted.
5.3.2 Engine cubic capacity must be 1600cc (+0/-10cc).
5.3.3 All engines must have six cylinders arranged in a 90° “V” configuration and the normal section
of each cylinder must be circular.
All six cylinders must be of equal capacity.
5.3.4 Engines must have two intake and two exhaust valves per cylinder.
Only reciprocating poppet valves with axial displacement mechanically actuated by the
camshafts are permitted.
The sealing interface between the moving valve component and the stationary engine
component must be circular. The sealing surfaces on the stationary engine component must
be either the cylinder head itself defined by 15.8.8 g), any coating on the cylinder head
permitted by 15.7.2, or the conventional inserts permitted by 5.3.7 a).
5.3.5 Engine exhaust gases may only exit the cylinder head through outlets outboard of the
cylinder bore centre line and not from within the “V” centre.
5.3.6 The crankshaft may only have three connecting rod bearing journals.
5.3.7 In a Cylinder Head, only inserts approved by the FIA Technical Department will be allowed.
The total volume of the inserts listed in a. to c. below cannot be more than 3% of the total
volume of each Cylinder Head and these must be confined to:
a. Conventional valve seat inserts
b. Conventional valve guide inserts
c. An insert concentric to the spark plug axis with a maximum outside diameter of 15mm

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An additional allowance of 1% of the total volume of each cylinder head is permitted for
inserts other than those mentioned above, but none of these inserts can be exposed to the
combustion.
5.3.8 Unless specified otherwise, the total volume of inserts within an ICE component cannot be
more than 10% of the total volume of the component. Inserts in other components are not
restricted.
[Note: Further discussions will take place to define exemptions to the limitation of inserts
volume in ICE components.]
5.3.9 All power unit breather fluids may only vent to atmosphere and must pass through a single
orifice which is positioned behind XR=0, inboard of Y=100 and below Z=400. No breather
fluids may re-enter the power unit.
5.3.10 With the exception of leakage through joints (either into or out of the system) all and only
the air entering the compressor inlet must enter the combustion chambers.
5.3.11 The power unit may be equipped with a maximum of two wastegates and two pop-off valves.
Only poppet valves with a circular sealing interface and axial displacement are permitted for
the wastegate and pop-off valves.
5.3.12 Engine oil consumption must never exceed 0.30l/100km in normal operating conditions.
5.3.13 All wastegate exit fluids must pass through a wastegate tailpipe which must be connected to
the turbine tailpipe, downstream of the turbine wheel.
5.3.14 For the purpose of component classification in Table 1 of Appendix 3, thermal insulation that
is permanently attached to another component or assembly (such as by riveting, bonding,
welding, brazing, or plating) will be considered part of that component or assembly.

5.4 POWER UNIT ENERGY FLOW


5.4.1 The use of any device, other than the engine described in 5.3 above, and the ERS-K, to propel
the car and/or harvest energy, is not permitted.
5.4.2 Energy flows, power and ES state of charge limits are shown in the energy flow diagram
below:

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2026 POWER UNIT ENERGY FLOW
Legend: Engine – ERS – Other

ENERGY STORE (ES)


(Art. 5.2.6)
Maximum delta SoC 4MJ
(Art. 5.4.9)

Max Power Max Power


350kW 350kW
(Art. 5.4.7) (Art. 5.4.7)

Max Energy per Lap


up to 9MJ
from CU-K HV DC Bus
(Art. 5.4.10)

CU-K
(Art. 5.2.2) Non-ERS
Energy
Max 1000J storage
Stores
(Art. 5.4.16) (Art. 5.4.18)

PRESSURE
CHARGING Single MGU-K
SYSTEM (Art. 5.2.4)
(Art. 5.1.14)

ENGINE
(Art. 5.3)
Fuel energy flow may not exceed 3000MJ/h Unlimited ENGINE
(Art. 5.4.3) OTHER
ANCILLARIES
Below 10500rpm, the fuel energy flow ANCILLARIES
(Art. 5.13)
must not exceed
EF (MJ/h) = 0.27 N(rpm) + 165
(Art. 5.4.4)

When the car is on the track a lap will be measured on each successive crossing of the
timing line, however, when entering the pits the lap will end, and the next one will begin, at
the start of the pit lane (as defined in the F1 Sporting Regulations).

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5.4.3 Fuel energy flow must not exceed 3000MJ/h.
5.4.4 Below 10500rpm the fuel energy flow must not exceed EF(MJ/h)=0.27*N(rpm)+ 165
5.4.5 At partial load, the fuel energy flow must not exceed the limit curve defined below:
• EF (MJ/h) = 380 when the engine power is equal to or below -50kW
• EF (MJ/h) = 9.78 x engine power (kW) + 869 when the engine power is above -50kW
[Note: Further discussions will take place to fully evaluate the benefits and consequences of
art. 5.4.5 and whether modifications are necessary.]
5.4.6 When assessing compliance with the above two articles, the fuel mass flow rates measured
by the fuel flow meter will be converted in the SECU in fuel energy flow rates using the
energy density and the LHV of the fuel as measured by the FIA. The procedure which will be
used to determine these values may be found in the Appendix to the Technical and Sporting
Regulations.
5.4.7 The absolute electrical DC power of the ERS-K may not exceed 350kW.
5.4.8 Additionally, the electrical DC power of the ERS-K used to propel the car may not exceed:
i. P(kW) = 1800 – 5 * car speed (kph) when the car speed is below 340kph
P(kW) = 6900 – 20 * car speed (kph) when the car speed is equal to or above 340kph
P(kW) = 0 when the car speed is equal to or above 345kph
ii. In “override” mode up to:
P(kW) = 7100 – 20 * car speed (kph) when the car speed is below 355kph
P(kW) = 0 when the car speed is equal to or above 355kph
The details of the “override” mode are specified in the Sporting Regulations.
5.4.9 The difference between the maximum and the minimum state of charge of the ES may not
exceed 4MJ at any time the car is on the track.
5.4.10 The energy harvested by the ERS-K, as measured at the CU-K HV DC Bus, must not exceed
8.5MJ in each lap, subject to the following additional conditions:
i. Exceptionally, this limit on energy harvested in each lap may be reduced to 8MJ at
Competitions where the FIA determines that the maximum possible energy harvested
per lap under braking and in partial load is no more than 8MJ. These Competitions and
the vehicle fundamentals used for the calculation of maximum energy harvested will be
provided in the Appendix to the Technical and Sporting Regulations.
ii. Up to 0.5MJ additional energy may be harvested in each lap subject to the conditions
specified in Article xxx of the Sporting Regulations.
5.4.11 The MGU-K mechanical torque magnitude may not exceed 500Nm. The torque will be
referenced to the crankshaft speed and a fixed efficiency correction of 0.97 will be used to
monitor the maximum MGU-K mechanical torque.
5.4.12 With the exception of cars starting or resuming the race from the pit lane, the MGU-K may
only be used during a standing start once the car has reached 50km/h.
5.4.13 The amount of stored energy in any ES may not be increased by more than 100kJ whilst the
car is stationary in the pit lane or garage during the Qualifying Session or during a Race pit
stop.
5.4.14 ERS Policing
a. In order to verify that the energy and power requirements of the ERS are being
respected, all cars must be fitted with two DC sensors. Those sensors may only be
installed outside the sealed perimeter of any PU-CE and used as specified below:
One DC sensor must be connected to the ES high voltage negative DC pole to measure
all electrical energy into and out of the energy store via the HV DC Bus.

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The other DC sensor must be connected to the CUK high voltage positive DC pole to
measure all electrical energy and power into and out of the ERS-K via the HV DC Bus.
The DC sensors voltage sense wire must be connected to the dedicated measurement
point defined by the FIA Technical department.
b. Electrical energy may not flow from or into the ES and CU-K without being directly
measured by one of the two DC sensors, previously listed. This must be guaranteed by
design and verifiable by inspection.
c. The design of the ERS and the installation of the two DC sensors must be approved by
the FIA.
d. An airgap of 1mm must be present between the CU-K and any other consumer fitted
inside the ES main enclosure. The links allowed to cross the airgap separation volume
include, but are not limited to: the elements of the HV DC bus, ERS-K phase conductors,
cooling system components, mechanical support(s), low voltage looms and connectors
dedicated for communication lines, low voltage power supply, interlock loop systems,
temperature sensors, MGU position sensors, EMC screening and any other sensor used
by the ERS-K. Those links must be minimal and essential to the CU-K operation.
e. Details of each ERS auxiliary circuit and its connection to any pole of the ERS high
voltage DC bus must be present in the technical dossier, as stated in Article 5.4.14.c. It
shall include circuit diagrams and a table with maximum and minimum values of the
electrical current that can flow from or into the HV DC bus under normal operating
conditions.
f. With exception of auxiliary circuits, electrical energy with an instantaneous power
higher than 2W may not flow from CU-K logic or driver boards (usually low voltage
parts) into the CU-K power stage (usually HV). This must be guaranteed by design and
verifiable by inspection.
g. The CU-K must exclusively perform functionalities related to the operation of any MGU-
K sensor and to the power conversion between the CU-K DC poles input and the CU-K
output going into the MGU-K.
h. A preliminary technical dossier must be submitted to the FIA before the 21st of March of
the year preceding the year of introduction. It must include details justifying all the
points mentioned in this article. They will be pre-homologated by the FIA. Any further
modification following the pre-homologation must also be submitted to the FIA.
5.4.15 Cars must be fitted with homologated sensors which provide all necessary signals to the FIA
data logger in order to verify the requirements defined in this article are being respected.
5.4.16 With exception of the ES, the cumulative amount of stored energy on ERS electronic
components supplied by voltage sources should not be higher than 1000J.
5.4.17 When the car is on the track the maximum instantaneous electrical power linked to the
operation of auxiliary circuits (5.2.28) connected on the ES side of the ESIVTNeg and drawn by
the BMS directly from the ES cells must not exceed 50W in total. This must be guaranteed by
design and verifiable by inspection.
5.4.18 With the exception of the ERS, the cumulative amount of energy stored in the Power Unit
should not be higher than 300kJ. Additionally, no more than 20kJ can be recovered per lap at
a rate greater than 2kW.
5.4.19 When the car is stationary on the grid prior to a standing start the MGU-K torque may only be
negative (i.e. charging the ES) except for torque requested by an MGU-K active damping
strategy whose sole purpose is to protect the MGU-K mechanical transmission.

5.5 Turbo Charger


5.5.1 Pressure charging may only be affected by the use of a sole single stage, single sided Turbo
Charger compressor with a single inlet linked to a sole single stage Turbo Charger turbine by a
shaft assembly. The compressor blades must be attached to a common hub surface and all air

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entering the combustion chamber must pass through the single exducer of these blades. The
shaft must be designed so as to ensure that the shaft assembly, the compressor and the
turbine always rotate about a common axis and at the same angular velocity. With the
exception of incidental heat transfer from the Engine exhaust system to its surroundings, the
use of the Turbo Charger turbine is the sole permitted means of extracting energy from the
exhaust fluids and transferring energy into the rotating parts of the Turbo Charger. The
energy of the rotating parts of the Turbo Charger turbine may not be transferrable to any
other component.
Only parts approved by the FIA Technical Department may be used. Further to the
provisions of the Article 18.3.5, the approval of the FIA Technical Department is conditional
upon the PU manufacturer, intending to use such parts during a Championship season
undertaking not to conclude any exclusivity agreement (as defined by Article 5.1.30) for the
supply of such parts with the supplier of these parts. The approval request form must be sent
by the PU Manufacturer to the FIA before the 1st of November of the preceding year.
5.5.2 Engine intake air pressure must be less than 4.8 barA at all times. The pressure of the air will
be measured by two FIA approved and sealed devices through which all air destined for
combustion must flow. These devices must be installed in FIA approved locations situated in
the engine intake air system downstream of the charge air cooling system (as described in
Article 5.25.2).
5.5.3 The axis of the turbocharger shaft must be parallel to Y=0, inboard of Y=25 and at an angle of
0 +/- 1 degree to X=axis.
5.5.4 The total mass of the turbocharger (TC) must be no less than 12kg.
5.5.5 Referring to Drawing 4 of Appendix 2, the turbocharger compressor and turbine must satisfy
the following dimensional constraints. Only compressor and turbine wheels approved by the
FIA Technical Department will be allowed:
a. The compressor exducer blade outer diameter (A) must lie between 100mm and
110mm. For the avoidance of doubt, no part of the compressor wheel (including blades,
hub and any blade/hub fillet radius) can have a diameter more than the upper limit and
the maximum diameter of the compressor wheel (including blades, hub and any
blade/hub fillet radius) cannot have a diameter smaller than the lower limit.
b. The compressor axial distance from the outside diameter of the inducer blade edge to
rear plane of exducer, at its outer diameter (B) must lie between 30mm and 35mm
c. The turbine inducer blade outer diameter (C) must lie between 90mm and 100mm. For
the avoidance of doubt, no part of the turbine wheel (including blades, hub and any
blade/hub fillet radius) can have a diameter more than the upper limit and the
maximum diameter of the turbine wheel (including blades, hub and any blade/hub fillet
radius) cannot have a diameter smaller than the lower limit.
d. The turbine axial distance from the outside diameter of the exducer blade edge to
forward plane of inducer, at its outer diameter (D) must lie between 35mm and 40mm
e. The maximum distance between the rear of the compressor exducer and the front of
the turbine inducer (E) will be 175mm
5.5.6 The rotational speed of the turbocharger may not exceed 150,000rpm.
5.5.7 The compressor inlet must extend upstream of any part of any variable geometry device
permitted by Article 5.9

5.6 Power unit geometrical constraints and dimensions


5.6.1 The cylinder bore diameter must be 80mm (+/- 0.1mm).
5.6.2 The cylinder bore spacing must be 101.0 +/-2mm.
5.6.3 No cylinder of the engine may have a geometric compression ratio higher than 16.0. The
procedure which will be used to determine this value may be found in the Appendix to the
Technical and Sporting Regulations.

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5.6.4 Each cylinder centreline must pass through the crank axis +/-0.1mm.
5.6.5 The crankshaft centre line must lie at Y=0 and Z=90 (+/-0.5mm) and be parallel to the X axis.
The power unit may only transmit torque to the gearbox by means of a single output shaft
that must be co-axial with the crankshaft. The output shaft must rotate clockwise when
viewed from the front of the car.
5.6.6 The crankshaft main journal bearing diameter, measured on the crankshaft, must be no less
than 44.95mm. The main journal bearing width excluding chamfer must be no less than
18.95mm.
The surface area of the main journal bearing, calculated using all surfaces within 0.06mm of
the maximum radial thickness must be no less than 2500mm2. This will be verified by design.
5.6.7 The crankshaft crank pin journal bearing diameter, measured on the crankshaft, must be no
less than 41.95mm. The crank pin bearing width excluding the chamfer must be no less than
17.95mm
The surface area of the crank pin journal bearing, calculated using all surfaces within 0.06mm
of the maximum radial thickness must be no less than 2200mm2. This will be verified by
design.
5.6.8 The deck height must be a minimum of 168mm.
5.6.9 The connecting rod length measured between the centre of the crankshaft journal bore and
the piston pin bore must lie between 119.5mm and 120.5mm.
5.6.10 Each piston must have three piston rings, two compression rings and one oil control ring.
5.6.11 The piston pin diameter must lie between 18.0 and 19.0mm.
5.6.12 The valve stem diameter must be no less than 4.95mm.
5.6.13 The intake valves’ head diameter must lie between 32.5mm and 34.5mm. All intake valves
must have an identical design.
5.6.14 The exhaust valves’ head diameter must lie between 27.0mm and 29.0mm. All exhaust valves
must have an identical design.
For each cylinder, the following three planes are defined (see Drawing 5 of Appendix 2):
- The “Lateral plane”, which passes through the cylinder centreline and is normal to
the crank axis
- The “Longitudinal plane”, which passes through both the cylinder centreline and the
crank axis
- The “Transverse plane”, which is normal to the cylinder centreline and coincident
with the top deck
Referring to the above-defined planes, the following conditions apply:
a. The axes of the two intake valves must intersect the Transverse plane inboard of the
Longitudinal plane, and be symmetrically arranged about the Lateral plane
b. The axes of the two exhaust valves must intersect the Transverse plane outboard of the
Longitudinal plane, and be symmetrically arranged about the Lateral plane
c. The spark plug axis must intersect the Transverse plane within a quadrilateral defined
by the four intersection points defined in points (a) and (b) above
d. The injector axis must lie on the lateral plane, outside the longitudinal plane, and the
angle between the injector axis and the cylinder centreline must be 70deg (+/- 5 deg).
5.6.16 All elements of the power unit specified in the relevant column of the table in Appendix 3 of
these regulations must be installed in the Reference Volumes defined in Appendix 1 of these
regulation and prefixed with RV-PU-. Elements must be installed entirely within the relevant
Reference Volume. Where Reference Volumes intersect, elements from any of the
intersecting volumes will be permitted within the intersection.
Referring to the “REFERENCE VOLUME” column of the Appendix 3:

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a. All the items listed as “ICE” must be installed within RV-PU-ICE
b. All the items listed as “ERS” must be installed within RV-PU-ERS
c. All the items listed as “TC” must be installed within RV-PU-TC
d. All the items listed as “OT” must be installed within RV-PU-OT
Additionally, the following elements must be installed entirely within RV-PU-ERS:
e. HV connections and ERS-K phase conductors.
f. All elements within the ES main enclosure (defined in Article 5.19.7).
[Note: Elements outside the PU Perimeter will be allowed in RV-PU volumes with the
exception of:
- No part of the Survival Cell will be allowed behind Xpu=0
- A minimum width requirement for the Survival cell will mean that that the sides of the
survival cell (radiator recesses) cannot enter RV-PU-ERS
- No bodywork visible from below will be allowed inside RV-PU-ICE (with an additional
allowance for bodywork thickness)]
5.6.17 Engine (ICE) mountings may only comprise six M12 studs for connection to the survival cell
and either four or six M12 studs for connection to the gearbox case. These studs may be
fitted on the survival cell, power unit or gearbox case, their installed end must be M12 and
their free end may be a different diameter.
The six mounting faces of the studs for connection to the survival cell must lie at [XPU, Y,
Z]=[0, ±270, 25], [0, ±360, 270] and [0, ±190, 440]. All six of these studs must be used.
The four mounting faces of the studs for connection to the gearbox case must lie at [XPU, Y,
Z]=[480, ±125, 25] and [480, ±265, 360]. All four of these studs must be used. Optionally, an
additional two studs may be used, provided their coordinates are at [XPU, Y, Z]= [480, ±150,
140].
A tolerance of +/- 0.2mm will be permitted on all of the above dimensions, all dimensions
refer to the centre of the studs. All dimensions in this Article refer to studs fitted
symmetrically about the car centre plane.
Any part which provides dditional load path, aside from the path through the studs defined
above, from the survival cell to the ICE or from the ICE to the gearbox case, is prohibited
unless this is incidental to its principal purpose. Furthermore any such part may provide no
greater structural connection between these pairs of assemblies than is reasonable for the
safe and reliable fulfilment of its purposes.
5.6.18 No part of RV-PU-ERS that lies above Z=51 may lie forwards of RS-FWD-FUEL-LIMIT.
[Note: this item may be moved to the Chassis Regulations at a future date.]

5.7 Mass and centre of gravity


5.7.1 Depending on where the MGU-K mechanical transmission (as defined in item 26 of Appendix
3 to these Regulations) is located, the overall mass of the ICE “PU Mass group” elements as
referred to in Appendix 3 to these regulations must be no less than the values defined below:
a. If all of the speed ratio of the MGU-K mechanical transmission resides in the MGU-K the
total mass of the ICE must be no less than 130.0kg.
b. If all of the speed ratio of the MGU-K mechanical transmission resides in the ICE the
total mass of the ICE must be no less than 134.0kg.
c. If part of the speed ratio of the MGU-K mechanical transmission is situated in the MGU-
K and part in the ICE the total mass of the ICE must be no less than 132.0kg.
5.7.2 The overall mass of the PU must be a minimum of 185 kg.

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5.7.3 The centre of gravity of the power unit must be above Z=200. The parts considered are listed
as “ICE” and “TC” in the “PU MASS GROUP” column of Appendix 3, with the exception of
items 6 (ICE intake air system components), 20 (ICE-mounted electrical components), 27
(MGU-K Torque sensor), 38 (Powerbox), 39 (General electrical devices) 65 and 66 (PU air
valve system equipment).
5.7.4 The mass of a piston (with piston -pin, piston -pin retainers and piston rings) may not be less
than 350g.
5.7.5 The mass of a connecting rod (with fasteners, small and big end bearings) may not be less
than 320g.
5.7.6 The mass of the complete crankshaft assembly between the mid positions of the front and
rear main bearing journals (including balance masses, bolts, bungs, O-rings between the
boundaries), may not be less than 5800g. See drawing 1 in Appendix 2.
5.7.7 When establishing conformity with Articles 5.7.1, 5.7.2, 5.7.3 and Appendix 4 of these
Regulations, the homologated power unit perimeter will be defined in accordance with the
table shown in Appendix 3 of these regulations.

5.8 Engine intake air


5.8.1 With the exception of incidental leakage through joints or cooling ducts in the engine intake
air system (either into or out of the system), all air entering the engine must enter the
bodywork through a maximum of two inlets which are located on a single X plane between
XC= -850 and XR= -500 and above Z=200.
Furthermore, any such inlets must be visible in their entirety when viewed from the front of
the car without the driver seated in the car and with the secondary roll structure and any
parts attached to it removed (see Article 12.4.2).
5.8.2 The addition of any substance other than fuel, as described in Article 5.11.3, into the air
destined for combustion is forbidden. Exhaust gas recirculation is forbidden.
5.8.3 There must be no more than one butterfly or rotating barrel, as described in Article 5.1.33, in
the geometrical path of air exiting the compressor outlet and going to any cylinder.

5.9 Variable geometry systems


5.9.1 With the exception of wastegates, variable geometry exhaust systems are not permitted. No
form of variable geometry turbine (VGT) or variable nozzle turbine (VNT) or any device to
adjust the gas throat section at the inlet to the turbine wheel is permitted.
5.9.2 Variable valve timing and variable valve lift profile systems are not permitted.
5.9.3 Moveable trumpets are not permitted, and any geometry conveying the air from the
compressor outlet to the cylinder inlet must be fixed, except the throttles and the pop off
valves.

5.10 Exhausts
5.10.1 With the exception of incidental leakage through joints (either into or out of the system) and
power unit breather fluids, all and only the fluids entering the compressor inlet and fuel
injectors must exit from the engine exhaust system.
5.10.2 All turbine exit and all wastegate exhaust fluids must pass through the “tailpipe” defined in
Article 3.8.2.b of the 2023 Technical Regulations.
5.10.3 A minimum wall thickness of 1.0mm of the exhaust pipe is required for all exhaust pipes from
the cylinder head to the turbine and wastegate.
5.10.4 The engine must be equipped with lambda sensors either fitted into each exhaust secondary,
one per cylinder bank, or a single lambda sensor fitted into the turbine tailpipe. These lambda

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sensors must be connected to the FIA Standard ECU in a manner specified by the FIA and
their measurement must be supplied to the FIA at all times.

5.11 Fuel systems


5.11.1 The pressure of the fuel supplied to the fuel injectors may not exceed 350barG.
5.11.2 There may only be one fuel injector per cylinder and no fuel injectors are permitted upstream
of the intake valves or downstream of the exhaust valves. Bespoke injector nozzle designs are
permitted.
5.11.3 All cars must be fitted with a fuel flow meter, wholly within the fuel tank. This sensor may
only be installed and used as specified by the FIA Technical Department. Furthermore, all fuel
delivered to the power unit must pass through this homologated sensor and must all be
delivered to the combustion chambers by the fuel injectors described by Article 5.11.2.
5.11.4 Homologated sensors which directly measure the pressure and temperature of the fuel
supplied to the fuel injectors must also be fitted, these signals must be supplied to the FIA
data logger.
5.11.5 Any device, system or procedure the purpose and/or effect of which is to increase the flow
rate or to store and recycle fuel after the measurement point is prohibited. Additional
measurements in each sub-circuit of the fuel system may be requested in order to check
compliance. When fuel flow rate is above 90% of the maximum fuel flow defined in 5.4.3, fuel
pressures must remain constant in each sub-circuit.
5.11.6 A maximum of 0.25 litres of fuel may be kept outside the survival cell, but only that which is
necessary for the normal running of the engine.
5.11.7 The High pressure fuel pump may only be driven by one of the camshafts actuating the intake
or exhaust valves

5.12 Ignition systems


5.12.1 Ignition is only permitted by means of a single ignition coil and single spark plug per cylinder.
No more than one spark per cylinder per engine cycle are permitted.
5.12.2 Only conventional spark plugs that function by electrical potential discharge across an
exposed gap are permitted.
Spark plugs are not subject to the materials restrictions described in Articles 15.7 and 15.8.
5.12.3 The spark energy per ignition is limited to a maximum of 120.0mJ.

5.13 Ancillaries
5.13.1 Unless specified otherwise, ancillaries must be mechanically or electrically driven. Any
electrically driven ancillary cannot be linked mechanically to any drivetrain, including the
Power Unit. Ancillaries cannot be used to propel the car.
5.13.2 With the exception of batteries of less than 100 kJ total capacity used for safety and control
purposes during ERS start-up and shut-down operations, which must be prevented from
supplying energy under normal ERS operation; electrical energy may not flow from any
ancillary in the direction of any DC pole of the ERS high voltage DC bus. This must be
guaranteed by design and verifiable by inspection.
5.13.3 For the ICE and the TC, all fuel pumps delivering more than 10 barG, coolant pumps, oil
pumps, scavenge pumps, oil/air separators and hydraulic pumps must be mechanically driven
directly from the engine and/or MGU-K with a fixed speed ratio.
5.13.4 For the ESME, the MGU-K and the PU-CE, all ancillaries (including pumps) may be
mechanically or electrically driven

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5.14 Power unit torque or power demand
5.14.1 The only means by which the driver may control acceleration torque to the driven wheels is
via a single foot (accelerator) pedal mounted inside the survival cell.
5.14.2 Designs which allow specific points along the accelerator pedal travel range to be identified
by the driver or assist him to hold a position are not permitted.
5.14.3 At any given engine speed the driver torque demand map must be monotonically increasing
for an increase in accelerator pedal position.
5.14.4 At any given accelerator pedal position and above 4,000rpm, the driver torque demand map
must not have a gradient of less than – (minus) 0.045Nm/rpm.
5.14.5 At any given engine speed, the minimum torque in the driver torque demand map must be a
value achievable with the power unit when the ERS-K power is 0.
5.14.6 Except for conforming to Article 5.4.7, the electrical DC power of the ERS-K must be a
minimum of 200kW for 1s at the start of any full throttle period.
5.14.7 The driver maximum power demand cannot be increased during any full throttle period,
except when the overtake mode, as specified in the Appendix to the Regulations, is selected
by the driver.
5.14.8 The driver maximum power demand must not be reduced at any greater than the rates
defined below:
a. 50kW in any 1s period at Competitions where the FIA determines that the power
limited distance exceeds 3500m. These Competitions and the vehicle fundamentals
used for the calculation of the power limited distance may be found in the Appendix to
the Technical and Sporting Regulations.
b. 100kW in any 1s period at all other Competitions.
Furthermore, the total power reduction is limited to a maximum of 450kW and the resulting
electrical DC power of the ERS-K must remain above -100kW.
5.14.9 The electrical DC power of the ERS‐K may not be reduced at rates greater than those
specified in Article 5.14.8, unless:
• the theoretical MGUK power resulting from reduction at rates equal to those
specified in Article 5.14.8 is negative;
• the ICE power is negative and the ERS-K power needs to be reduced further to
achieve the driver demand;
• the ERS-K power needs to be reduced further to achieve the maximum power
permitted by Article 5.4.8;
• the driver power demand is negative;
• a gearshift is in progress.
[Note: Further discussions will take place to fully evaluate the benefits and consequences of
art. 5.14.9 and whether modifications are necessary, with the aim of preventing by-pass of
article 5.14.8 without being too penalising from an energy point of view]
5.14.10 Details of the implementation in the FIA Standard ECU of the application and monitoring of
Article 5.14 may be found in the Appendix to the Technical and Sporting Regulations.

5.15 Power unit control


5.15.1 The maximum delay allowed, computed from the respective signals as recorded by the FIA
ADR or FIA Standard ECU, between the accelerator pedal position input signal and the
corresponding output demands being achieved is 50ms.
5.15.2 Teams may be required to demonstrate the accuracy of the power unit configurations used
by the FIA Standard ECU.

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5.15.3 Power unit control must not be influenced by clutch position, movement or operation.
5.15.4 The idle speed control target may not exceed 4,000rpm.
5.15.5 A number of power unit protections are available in the FIA Standard ECU.
A minimum of nine seconds hold time should be configured for the power unit protections
enabled during qualifying and race. The configuration of the air tray fire detection and
throttle failsafe are exceptionally unrestricted in order to allow each team to achieve the best
level of safety.
5.15.6 The power unit must achieve the torque demanded by the FIA standard software.
5.15.7 Regulatory torque sensors must be fitted to measure the following output torques:
a. The PU torque output (Ref Appendix 3 Item 21)
b. The MGU-K torque output (Ref Appendix 3, item 27)
The installation and the connectivity of each of these torque sensors to the FIA Standard ECU
must be approved by the FIA.
For reference, torque sensors will also be fitted to each driveshaft. These will be defined in
future versions of 2026 Technical Regulations that also cover the 2026 car.
5.15.8 Engine plenum air temperature must be more than ten degrees centigrade above ambient
temperature. When assessing compliance, the temperature of the air will be the lap average
recorded, by an FIA approved and sealed sensor located in an FIA approved location situated
in the engine plenum, during every lap of the qualifying practice session and the race. The
first lap of the race, laps carried out whilst the safety car is deployed, laps with a time at least
20% greater than the fastest lap of the session, pit in and out laps and any laps that are
obvious anomalies (as judged by the FIA) will not be used to assess the average temperature.
The ambient temperature will be that recorded by the FIA appointed weather service
provider. This information will also be displayed on the timing monitors.
5.15.9 Any pressure sensor used to measure pressure of any fluid necessary to ensure the power
unit functions correctly at all times (including but not limited to coolant, oil, fuel and air) will
be classified as a regulatory sensor (reference item 22 Appendix 3).
5.15.10 With the exception of exhaust temperature sensors and temperature sensors embedded in
electronic boxes, any temperature sensor used to measure temperature of any fluid
necessary to ensure the power unit functions correctly at all times (including but not limited
to coolant, oil, fuel and air) will be classified as a regulatory sensor (reference item 22
Appendix 3).
5.15.11 A maximum of one knock sensor per cylinder is permitted. This sensor must be an
accelerometer-type.
No sensor of any kind, designed or installed to measure or infer internal cylinder pressure,
temperature, or to determine the heat release characteristics will be permitted, with the
exception of the standard knock sensors permitted by Article 5.15.11 with standard signal
processing by the FIA Standard ECU.
Any other sensor which is incidentally capable of measuring or inferring internal cylinder
pressure, temperature, or determining the heat release characteristics must have an
attenuation of no less than 40dB above 1kHz at any point in the measurement chain and will
be subject to the homologation required by Article 8 (TR 2023).

5.16 Engine high rev limits


Engine high rev limits may vary for differing conditions provided all are contained within a
band of 750rpm. However, a lower rev limit may be used when:
a. The gearbox is in neutral.
b. Stall prevention is active.

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c. The driver clutch request is greater than 95% of the total available travel of the driver
clutch actuation device, used only to protect the engine following a driver error.
d. An engine protection is active.
e. The bite point finder strategy is active.
f. The safety car is deployed or during the formation lap.
Except for the above conditions, power unit actuators may not be used to artificially control
the power unit speed or alter the power unit response in a rev range more than 750rpm
below the final rev limit.

5.17 Starting the engine


The car must be fired up with its on-board system (MGU-K) at any time.

5.18 Stall prevention systems


If a car is equipped with a stall prevention system, and in order to avoid the possibility of a
car involved in an accident being left with the engine running, all such systems must be
configured to stop the engine no more than ten seconds after activation.
The sole purpose of such systems is to prevent the engine stalling when a driver loses control
of the car. If the car is in second gear or above when the system is activated multiple gear
changes may be made to either first gear or neutral, under all other circumstances the clutch
alone may be activated.
Each time such a system is activated the clutch must be fully disengaged and must remain so
until the driver de-activates the system by manually operating the clutch with a request
greater than 95% of the total available travel of the drivers clutch actuation device.

5.19 Energy Recovery System (ERS)


5.19.1 The system will be considered shut down when no high voltage will be present on the portion
of the HV DC Bus located on the CU-K side of the ES main contactors, across any capacitor
belonging to the CU-K or outside of the RV-PU-ERS.
It must be possible to shut down the ERS via the following means:
a. The switch required by Article 8.8.1 of the 2023 Technical Regulations.
b. The switches required by Article 8.8.2 of the 2023 Technical Regulations.
c. The switch or button required by Article 9.4 of the 2023 Technical Regulations.
The shutdown process must take no longer than two seconds from activation and must be
started immediately when the electrical circuits to the ignition are cut off by any of the
means described in articles 8.8.1 and 8.8.2 of the 2023 Technical Regulations.
5.19.2 The ERS must shut down when the FIA Standard ECU initiates an anti-stall engine shut off.
5.19.3 All cars must be fitted with two ERS status lights which:
a. Have been supplied by an FIA designated manufacturer and fitted to the car in
accordance with the instructions in the Appendix to the Technical and Sporting
Regulation.
b. Are in working order throughout the Competition.
c. Must remain powered for at least 15 minutes following the start of the shutdown
process. The FIA ADR internal battery will be responsible for power supply to those
lights once the ERS is shutdown.
d. Are marked with a “HIGH VOLTAGE” symbol according to ISO3864 of at least 30mm
along the triangle side and no more than 50mm away from the lights.

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5.19.4 All cars must be fitted with one ERS Status Buzzer unit which:
a. Have been supplied by an FIA designated manufacturer and fitted to the car in
accordance with the instructions in the Appendix to the Technical and Sporting
Regulation.
b. Are in working order throughout the Competition.
c. Remains powered for at least 15 minutes following the start of the shutdown process.
The FIA ADR internal battery will be responsible for the power supply to the unit once
the ERS is shutdown.
5.19.5 All cars must provide signals regarding the current car operating safety status to the FIA ADR
in order to facilitate control of the ERS status lights and ERS Status Buzzer unit. The status of
the car must be based at least on the insulation measurement, cells voltage, cells
temperature, contactors and the systems defined in 5.23.4. The systems which provide these
signals managed by the BMS must remain powered and working 15min after the shutdown
process has been started.
5.19.6 The maximum working voltage on the car must never exceed 1000V.
5.19.7 The following elements of the power unit must be fitted inside the ES main enclosure
installed within the ERS Reference Volume (RV-PU-ERS):
a. ES elements as defined in items 32 (ES) and 35 (HV elements) of Appendix 3 to these
regulations.
b. The HV safety elements and sensors defined in items 33 (DC sensor, IMD) and 34 (safety
devices) of Appendix 3 to these regulations.
c. The DC-DC Unit and its connection to the ES HV DC bus. Includes active parts, enclosure,
brackets and supports.
d. CU-K. Includes active parts, enclosure, brackets and supports.
e. HV DC connections between ES and CU-K/DC-DC Unit. Includes all conductors,
insulation, EMC screening, mechanical and thermal shielding.
5.19.8 In addition to the components listed in Article 5.19.7, the following elements may also be
fitted within the ES main enclosure:
a. Low voltage Power Distribution Board (PDB).
b. PU Electric pump Driver units and non ICE-mounted ERS cooling systems as defined in
item 54 of Appendix 3 to these regulations.
c. Low Voltage systems passive protection devices - Fuse box.
d. Low Voltage looms exclusively used: for PU functionalities or power supply to non-PU
devices.
e. Any Electronic Box devices exclusively used for PU functionalities.
With the exception of wiring or any mechanical supports for these components, no additional
elements may be fitted in the ES main enclosure.
5.19.9 The minimum mass for the ES Main Enclosure PU Mass group elements as defined in
Appendix 3 to these Regulations is 35.0kg. The procedure which will be used to determine
this value may be found in the Appendix to the Technical and Sporting Regulations.

5.20 MGU-K
5.20.1 The MGU-K must be mechanically fixed to the survival cell, the ICE or both.
5.20.2 Under normal operating conditions all MGU-K rotating parts must be permanently
mechanically linked to the ICE with a fixed speed ratio to the crankshaft. The MGU-K and its
drive axis must be parallel to the crankshaft axis.

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5.20.3 All mechanical power to and from the MGU-K must pass through a single shaft to the MGU-K
transmission. The connection to the ICE crankshaft must be ahead of XPU=100.
5.20.4 An in-line, passive, dissipative energy torque limitation device may be incorporated in this
link which temporarily allows the speed ratio to change for the sole purpose of protecting the
components from dynamic torque overshoots. This device may only act above 520Nm when
referred to crankshaft speed.
5.20.5 The relative rotational speed between any two parts of the MGU-K may not exceed
60,000rpm.
5.20.6 The thickness of the stack magnetic soft alloy laminated sheets may not be less than 50µm.
5.20.7 Depending on where the MGU-K mechanical transmission is located, the total mass of the
MGU-K “PU Mass group” elements as referred to in Appendix 3 to these regulations must be
no less than the values defined below:
a. If all of the speed ratio of the MGU-K mechanical transmission resides in the MGU-K the
total mass of the MGU-K must be no less than 20.0kg.
b. If all of the speed ratio of the MGU-K mechanical transmission resides in the ICE the
total mass of the MGU-K must be no less than 16.0kg.
c. If part of the speed ratio of the MGU-K mechanical transmission is situated in the MGU-
K and part in the ICE the total mass of the MGU-K must be no less than 18.0kg.
The total mass of any shaft passing across the ICE/MGU-K boundary must be allocated to
either the MGU-K or the ICE to assess compliance with this article and article 5.7.1.
5.20.8 All rotating parts of the MGU-K and its mechanical transmission must have a fixed inertia by
design. Any system other than that permitted by article 5.20.4, the effect of which is to vary
the inertia, is prohibited.
5.20.9 The elements defined in item 28 (MGU-K torque sensor shaft) of Appendix 3 to these
regulations must be dismountable from their respective PU elements without breaking any
FIA permanent seal.

5.21 Energy Store


5.21.1 Only cells approved by the FIA Technical Department may be used in the ES. Subject for
provision of the Article 18.3.5, the approval of the FIA Technical Department is conditional
upon the PU manufacturer, intending to use such parts during a Championship season
undertaking not to conclude any exclusivity agreement (see definition article 5.1.30) for the
supply of such parts with the supplier of these parts. The approval request form must be sent
by the PU Manufacturer to the FIA before the 1st of November of the preceding year.
5.21.2 Solely a single specification of cell may be homologated, including the same exiting position
of the cell connection terminals (cell tabs - Article 5.2.26). The cell tabs may have different
shapes for integration purposes inside the ES.
5.21.3 Any non-ERS energy storage and components supplied by it will be considered an ancillary
and subject to Article 5.13.1.
5.21.4 A diode must be fitted, in series, at the DC-DC Unit positive high voltage pole to ensure that
electrical energy cannot flow from the DC-DC Unit into the ES. This must be guaranteed by
design and verifiable by inspection.
5.21.5 The DC-DC unit HV DC Bus branch must have a DC-DC unit fuse, and, additionally, DC-DC unit
relay(s) if connected on the ES side of the ES Main contactors. Those protective devices will
insulate the DC-DC unit from the HV DC Bus DC+ and DC- poles and protect the installation in
case of short circuit.
The DC-DC unit relay(s) must provide a dielectric strength:
a. between the relay control circuit and any of the high voltage contacts and;
b. across high voltage contacts, when the high voltage circuit is open.

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For each of (a) and (b) above:
c. A dielectric withstanding voltage test must be performed with a DC voltage at least
equal to the ES maximum DC voltage plus 1200V. The device must withstand the DC
voltage for 60 seconds with a leakage current lower than 1mA and without flashover.
The test must be performed on both HV terminals polarities if solid-state relays are
used.
d. The electrical resistance measured by applying a DC voltage of 500VDC when the circuit
is open must be higher than 50MΩ.
Once commanded to open, the DC-DC unit relays must be able to keep the DC-DC unit
insulated from the ES HV DC Bus branch.
5.21.6 With the exception of the ES safety systems, the ES cells defined in 5.2.25 are the only energy
storage source allowed in the ES.

5.22 ES design and installation


5.22.1 High voltage must not be present or accessible by any reasonable means between the ES
main enclosure and any ES off-board charging connector when the off-board charger is not
connected.
5.22.2 No high voltage is permitted outside of the RV-PU-ERS, except:
a. For the high voltage inside the power box where the boost converter can generate up
to 80V DC.
b. When an off-board charger is connected to charge or discharge the ES.
5.22.3 The ES must be equipped with a BMS which:
a. Must detect internal faults and must trigger power reduction delivered from/to the
battery or shutdown the ERS if it considers that the ES is operating unsafely.
b. Must be capable of reducing the voltage dispersion between each cell to its minimal
level without breaking any FIA seal.
c. Must only be capable of consuming energy and cannot transfer energy from any PU-CE
into the ES. This must be guaranteed by design and verifiable by inspection.
5.22.4 The ES must be equipped with a fuse to protect the system in case of a short circuit. The fuse
shall be located as close as possible to the cells.
The fuse must be tested and demonstrated to work in realistic load cases.
5.22.5 The ES must have at least two contactors, one per positive and negative pole. Those ES main
contactors must insulate the CU-K from the high voltage parts of the ES once the shutdown
process is completed.
Contactors must provide a dielectric strength:
a. between the contactor’s control circuits and any of the high voltage contacts and;
b. across high voltage contacts, when the high voltage circuit is open.
For each of (a) and (b) above:
c. A dielectric withstanding voltage test must be performed with a DC voltage at least
equal to the ES maximum DC voltage plus 1200V. The device must withstand the DC
voltage for 60 seconds with a leakage current lower than 1mA and without flashover.
d. The electrical resistance measured by applying a DC voltage of 500VDC when the circuit
is open must be higher than 50MΩ.
Once commanded to open, contactors must be able to keep the high voltage circuit open.
The contactors must be tested and demonstrated to work in realistic load cases, as described
in the Appendix to the Technical and Sporting Regulations.

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5.22.6 Only Fuses and Contactors for ERS application approved by the FIA Technical Department will
be accepted. The approval of the FIA Technical Department is conditional upon such parts
being available on a non-exclusive basis and under normal commercial terms to all
Competitors. The approval request form must be sent by the component supplier to the FIA
before the 1st of November of the year preceding the year of introduction.
5.22.7 In addition to the contactors mentioned in 5.22.5, the ES HV DC+ and DC- poles must be
capable of being isolated from the PU-CE(5.2.10) consumers by means of a manual action(s).
The operator must be able to perform the manual operation(s) before opening any ERS-K
phase conductors connection or interface giving access to live parts while the ERS is fitted to
the car.
5.22.8 Interfaces must be present on the ESME and may be present on the MGU-K to allow the
connection of the ERS-K Phase Conductors between the ESME and the MGU-K. Should such
interfaces not be present on the MGU-K then the parts that fulfil the function of the ERS-K
Phase Conductors will be considered to be part of the MGU-K.
5.22.9 The ES main enclosure must be equipped with a gas evacuation system which in case of ES
cell(s) venting or electronic components explosion prevents irreversible mechanical damage
to the ESME. The design and operating conditions of such a system are of responsibility of
each PUM and must be detailed in their respective FMEA. This venting system must be
approved by the FIA Technical Department before the 21st of March of the year preceding
the year of introduction.
5.22.10 The ES main enclosure material(s) must satisfy a minimum fire protection equivalent of UL94
V0 unless the ES cells are proven to not be susceptible to self-heating phenomenon. A
document demonstrating compliance with this article must be included in the PU
Manufacturer homologation dossier. Guidance on how to demonstrate that ES cells aren’t
prone to thermal runaway behaviour may be found in the Appendix to the Technical and
Sporting Regulations.
5.22.11 The ES must have only two poles, the ES HV DC+ and ES HV DC-, that are connected to the HV
DC Bus. Additionally, the CU-K, the DC-DC Unit and any other PU-CE may only be connected
to the HV DC bus via the ES HV DC+ and ES HV DC- poles.

5.23 ERS General electrical safety


5.23.1 Principles
a. A single point of failure of the electric system or ERS cannot result in a person being
exposed to a live part.
b. The components used cannot cause injury under any circumstances or conditions,
whether during normal operation or in reasonably foreseeable cases of malfunction.
c. If a single fault can predictably generate multiple failures, they must be considered as a
single point of failure.
5.23.2 Protection of cables, lines, connectors, switches, electrical equipment
The following design practices must be adhered to for all electrical parts external to the ES
main enclosure or accessible and which operate at high voltage:
a. Protection against electrical shock via basic insulation combined with equipotential
bonding, double insulation or reinforced insulation
b. Protection against risks of mechanical damage
c. Parts should be secured with cable guides, enclosures and conduits if exposed to stress
(mechanical, vibration, thermal)
d. Each cable must be rated to the respective circuit current and must be insulated
adequately for the environment and operating conditions
e. Sections of looms containing high voltage wiring must be coloured orange

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f. Connectors must be IP2X when not connected and IP65 when mated
g. A connector plug must physically only be able to mate with a single correct socket of
any sockets within reach
h. Comply with creepage and clearance distances according to IEC‐60664. Connectors
which are opened in the garage must be considered PD3 or higher. Clearance and
creepage requirements can be verified by safety tests proposed in IEC-60664-1 session
6.
i. If, under the provisions of Article 5.20.1, the MGU-K is fixed to the ICE, the PU
manufacturer must provide proof that the ERS-K phase conductors and connectors
would not lead to exposed high voltage in case of foreseen damage conditions.
5.23.3 The ES main enclosure, MGU-K and any HV box residing outside the ES main enclosure must
be marked with a “Danger High Voltage” symbol according to ISO 7010. In addition to that,
the ES main enclosure must be orange coloured.
5.23.4 All ERS high voltage conductors outside of the ES main enclosure must be equipped with:
a. A system to prevent high voltage on the CU-K side of the ES contactors when ERS-K
phase conductors are not connected or incorrectly mated. In the event of detection of
any of those conditions, actions must be immediately taken to ensure safe operation.
The list of actions must be pre-defined in a Failure Mode and Effect Analysis provided to
the FIA by each competitor. To avoid spurious detections a software debounce of
maximum one second may be used.
b. A system to allow detection of insulation faults or damaged high voltage lines by an
isolation monitoring device.
5.23.5 To mitigate the risk failure mode where a high voltage is AC coupled onto the car’s low
voltage system, bonding is required for any system component to which a wire, cable or
harness connects, or passes in close proximity, and which is able to conduct current by means
of AC coupling.
The bonding must protect against short circuit currents generated by an insulation failure and
low currents generated by capacitive coupling. It can be achieved using wires or conductive
parts of an appropriate dimension.
Any components that require equipotential bonding will be connected to the car main
ground and the resistance of potential equalization paths must not exceed 5.0 Ω.
In addition, the resistance measured between any two exposed conductive parts of the high
voltage system must not exceed 0.1 Ω.
5.23.6 An insulation monitoring device must be used to measure the insulation resistance between
the car main ground and the entire conductively connected high voltage system. The
insulation monitoring device (reference item 33 Appendix 3) will be used as the primary
source of measurement and the DC sensor connected to the ES high voltage negative DC pole
as a backup source. They must be connected on the ES side of the contactors.
5.23.7 The UN38.3 energy store transportation certification must be shared with the FIA during the
homologation of each Energy recovery system specification.

5.24 Replacing power unit parts


Refer to the Article 2.1.10 of the Sporting Regulations.

5.25 Oil and coolant systems and charge air cooling


5.25.1 Coolant header tanks: Any header tank used on the car must be fitted with an FIA approved
pressure relief valve which is set to a maximum of 3.75 barG, details of the relief valve may
be found in the Appendix to the Technical and Sporting Regulations. If the car is not fitted
with a header tank, an alternative position must be approved by the FIA.

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5.25.2 Cooling systems: The cooling systems of the power unit, including that of the air destined for
combustion, must not intentionally make use of the latent heat of vaporisation of any fluid
with the exception of fuel for the normal purpose of combustion in the engine as described in
Article 5.11.3.
5.25.3 Main oil tank: All cars must be fitted with a main oil tank.
5.25.4 Main oil tank level measurement: The main oil tank must be fitted with an oil level sensor.
The measurement of the oil level in the main oil tank must be supplied to FIA at all times.
5.25.5 Oil injection: The use of active control valves between any part of the PU and the engine
intake air is forbidden.
5.25.6 Engine Oil (reference item 75 Appendix 3), as defined in Article 16 of the Technical
Regulations, may only be contained by the main oil tank defined in 5.25.3, lines associated
with it and the engine.

5.26 Component Classification


5.26.1 All components belonging to the power unit (PU) are listed in Appendix 3. Their classification
(“SSPUC”, “DSPUC”, “LPUC”, “OSPUC”), as defined in Article 18 of the Technical Regulations,
is listed under column “COMPONENT CLASSIFICATION”.

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ARTICLE 6: FUEL SYSTEM
[Copied over from current PU regs since under governance of TAC]

6.1 Fuel tanks


6.1.1 The fuel tank must be a single rubber bladder conforming to or exceeding the specifications
of FIA Standard FT5−1999, the fitting of foam within the tank however is not mandatory. A
list of approved materials may be found in the Appendix to the Technical and Sporting
Regulations.
6.1.2 With the exception of the fuel out of the survival cell permitted under Article 5.11.6, all fuel
on board the car must be stored within the following limits:
a. Ahead of XPU=0.
b. Rearward of RS−FWD−FUEL−LIMIT.
c. Inboard of Y=450.
6.1.3 No fuel bladders shall be used more than 5 years after the date of manufacture.

6.2 Fittings and piping


6.2.1 The total area of apertures in the fuel bladder must not exceed 35 000mm².
Circular apertures smaller than 35mm diameter may be closed with a fitting, secured with a
single threaded fastener on the full diameter of the opening, provided that this threaded
fastener is provided with mechanical secondary locking.
All other apertures in the fuel bladder must be closed by hatches or fittings which must:
i. Be secured to metallic bolt rings bonded to the inside of the bladder.
ii. Have bolt hole edges no less than 5mm from the edge of the bolt ring, hatch, or fitting.
iii. Attach directly to the fuel bladder and have no part of the survival cell structure
included in the closure.
iv. Be secured with multiple fasteners in such a way that the absence of any single fastener
does not compromise the security of the closure.
6.2.2 Where the fuel bladder is attached to the survival cell, fixings must be designed so that if it is
pulled away from the survival cell, the attachment will fail without compromising the
integrity of the fuel bladder. For this assessment, the pull−out load for any fitting will be
calculated from the clamp area between the fitting and the bladder (on one face of the
bladder). Between a clamp area of 1650mm2 and 9 500mm2, the load will be a linear
interpolation between points (1650mm2, 11kN) and (9 500mm2, 37.5kN). Below a clamp area
of 1650mm2, the load will be taken as 11kN. Above a clamp area of 9 500mm2, the load will
be taken as 37.5kN. No fitting may have a clamp area of less than 600 mm2.
6.2.3 All fuel lines between the fuel tank and the engine must have a self−sealing breakaway valve.
This valve must separate at less than 50% of the load required to break the fuel line fitting or
to pull it out of the fuel tank.
6.2.4 No lines containing fuel may pass through the cockpit.
6.2.5 All lines must be fitted in such a way that any leakage cannot result in the accumulation of
fuel in the cockpit.
6.2.6 All components containing fuel at a pressure greater than 10barG must be located outside
the fuel tank.

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6.3 Fuel tank fillers
Fuel tank fillers must not protrude beyond the bodywork. Any breather pipe connecting the
fuel tank to the atmosphere must be designed to avoid liquid leakage when the car is
running, and its outlet must not be less than 250mm from the cockpit opening.
All fuel tank fillers and breathers must be designed to ensure an efficient locking action which
reduces the risk of an accidental opening following a crash impact or incomplete locking after
refuelling.

6.4 Refuelling
6.4.1 A cover must be fitted over any refuelling connector at all times when the car is running on
the track. The cover and its attachments must be sufficiently strong to avoid accidental
opening in the event of an accident.
6.4.2 The fuel in a car must not be colder than the lowest of: ten degrees centigrade below
ambient temperature, or ten degrees centigrade, at any time when the car is running after
leaving the Competitor's designated garage area.
When assessing compliance:
a. The ambient temperature will be that recorded by the FIA appointed weather service
provider one hour before any practice session or three hours before the race or sprint
session. and will be displayed on the timing monitors.
b. The temperature of the fuel (TFFMFuel) will be that recorded in the car by the Fuel Flow
Meter.
6.4.3 The use of any device on board the car to decrease the temperature of the fuel is forbidden.
6.4.4 Fuel may not be added to nor removed from a car during a race.
6.4.5 Any refuelling procedure must respect the provisions of Article XX of the Sporting
Regulations.

6.5 Fuel draining and sampling


6.5.1 Competitors must provide a means of removing all fuel from the car.
6.5.2 Competitors must ensure that a 0.70 litre sample of fuel may be taken from the car at any
time during the Competition.
After a practice session, if a car has not been driven back to the pits under its own power, it
will be required to supply the above−mentioned sample plus the amount of fuel that would
have been consumed to drive back to the pits. The additional amount of fuel will be
determined by the FIA.
6.5.3 All cars must be fitted with a –2 'Symetrics' male fitting in order to facilitate fuel sampling. If
an electric pump on board the car cannot be used to remove the fuel an externally connected
one may be used provided it is evident that a representative fuel sample is being taken. If an
external pump is used it must be possible to connect the FIA sampling hose to it and any hose
between the car and pump must be −3 in diameter and not exceed 2m in length. Details of
the fuel sampling hose may be found in the Appendix to the Technical and Sporting
Regulations.
6.5.4 The sampling procedure must not necessitate starting the engine or the removal of bodywork
(other than the nosebox assembly and the cover over any refuelling connector).

6.6 Fuel System Hydraulic Layout


6.6.1 Parts listed in Appendix 6 sections 6A and 6E are classified as OSC.

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6.6.2 The primer pump(s) and fuel flow meter are SSC, the high pressure fuel pump and the
pressure and temperature sensors are SSPUC; as mandated by the FIA and specified in the
Appendix to the Technical and Sporting Regulations.
6.6.3 All flexible pipes and hoses and their fittings between the primer pump and the high pressure
fuel pump are SSC, as mandated by the FIA. The specification and permitted lengths are given
in the Appendix to the Technical and Sporting Regulations. Rigid pipes and manifolds and
their fittings may be used instead of flexible pipes and hoses up to the inlet of the Fuel Flow
Meter.
6.6.4 The hydraulic layout of the fuel system must functionally conform to the schematic given in
the drawing below. Additional components (such as collector pressurisation system) are
permitted, subject to the approval of the FIA if they are deemed necessary for the proper
behaviour of the system.
Furthermore, fuel cell components, such as fuel cell pressurisation system and fill/drain
hoses, are permitted provided they do not functionally interfere with the system shown.

6.6.5 If a fuel pressure damper is fitted it must be fitted upstream of the Fuel Flow Meter described
in article 5.11.3.

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6.6.6 The pressure of the fuel inside the collector may be increased relative to the pressure in the
fuel cell volume by the lift pumps and/or either:
i. air pressure acting on the free surface of the fuel,
ii. or hydraulic oil or air pressure acting on a piston.
In all cases the increase in pressure in the collector must be for the sole purpose of
maintaining the primer pump(s) inlet pressure above the cavitation point. And it must be
demonstrated to the satisfaction of the FIA that any fluid used for this purpose cannot be
used to change to composition of the fuel.
* The primer pump(s), the NRV(s), the damper, the filter and PRV downstream of the NRV(s)
may be installed inside or outside the Collector.

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ARTICLE 7: OIL AND COOLANT SYSTEMS AND CHARGE AIR COOLING

7.1 Location of lubricating oil tanks


All oil storage tanks must be situated between XF=0 and XDIF=150, and must be no further
outboard than the lateral extremities of the survival cell.

7.2 Location of lubricating oil system


No other part of the car containing lubricating oil may be situated behind XDIF = 150 or
outboard of Y=750.

7.3 Oil and coolant lines


7.3.1 No lines containing coolant or lubricating oil may pass through the cockpit.
7.3.2 All lines must be fitted in such a way that any leakage cannot result in the accumulation of
fluid in the cockpit.
7.3.3 No hydraulic fluid lines may have removable connectors inside the cockpit.

7.4 Heat exchangers


7.4.1 Definitions
For the content of Articles 7.4 and 17, the following definitions apply:
a. Heat Exchanger: a device for transferring heat between two or more fluids.
b. Primary Heat Exchanger: a heat exchanger that uses the air flowing over or through the
car to cool a fluid, which includes all of the core, tubes, header plates, header tanks and
fins.
c. Secondary Heat Exchanger: a heat exchanger that uses a fluid other than the air flowing
over or through the car to cool another fluid.
d. Core: any part of the heat exchanger where one of the fluids is divided into multiple
channels, and in which the primary function of the Heat Exchanger is achieved. If two or
more such components lie on the same side of the car and outboard of Y=200 or two or
more such components are centred around the Y=0 plane, and have an inlet liquid from
the same source, or an outlet liquid that goes to the same destination, these will be
considered to be part of the same core. Such components which share neither an inlet
liquid from the same source, nor an outlet liquid that goes to the same destination are
considered to form separate cores, even if the individual components are integrated to
each other for construction purposes.
e. Tubes: the enclosed channels within the core in which one of the fluids flows.
f. Header plates: The face of the header−tank adjacent to the core, through which the
tubes pass and to which they are sealed.
g. Fins: devices between the tubes or within the tubes whose function it is to increase the
level of heat exchange by convection and/or an increase of contact area.
7.4.2 Primary heat exchanger specification and technology
For Primary Heat Exchangers used on the car, the following restrictions apply:
a. The core and header tanks must be made from aluminium alloy.
b. The core must not be produced using additive manufacturing.
c. Tubes must have a wall thickness of at least 0.18mm.

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d. The internal cross section of any tube must have an area of at least 10mm2, without
considering structural stiffening ribs and the internal fins described in point (e) below.
e. Fins fitted inside the tubes must have a thickness of at least 0.06mm. Fins fitted
between the tubes must have a minimum thickness of 0.05mm.
In any liquid to air primary heat exchanger, the following additional restrictions apply:
f. Its core may be divided in to two or more parts, each part must be planar and all parts
must be parallel with each other. Tubes must be straight and parallel.
g. Header plates must be perpendicular to the face of the core when measured in the
plane of the tubes and air fins. The angle between the header plate and a tube, at their
intersection, must not be less than 60°. Furthermore, with the exception of up to two
sharp corners per header plate, the header plate may not have a radius of curvature of
less than 50mm, prior to the holes being added for the tubes.
7.4.3 Secondary heat exchanger specification and technology
Secondary heat exchangers must be constructed from metallic materials with the exception
of any sealing or bonding.

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ARTICLE 8: ELECTRICAL SYSTEMS

8.1 Definitions
8.1.1 Electronically controlled
Any command system or process that utilises semi−conductor or thermionic technology.
8.1.2 Control
A sensor, actuator, wiring loom or unit will be referred to as “Control” if it is used by any
on−board strategy other than input handling, input failure detection or functions used for
logging only.
It includes for example units, sensors, actuators, wiring looms used in control loops,
protections or driver information.
8.1.3 Electronic Control Unit (ECU)
A programmable embedded system that controls one or more car sub−systems.
8.1.4 FIA Standard ECU
An ECU or set of ECUs and their sub−components manufactured by an FIA designated
supplier to a specification determined by the FIA.
The FIA Standard ECU comprises at least a master control unit and modules used for driver
information and driver input device interfacing.
8.1.5 FIA Accident Data Recorder (FIA ADR)
An ECU manufactured by an FIA designated supplier to a specification determined by the FIA.
The primary purpose of the FIA ADR is to monitor, record or control the following:
a. Data relevant to an accident or incident.
b. The management of marshalling and safety systems.
8.1.6 Telemetry
Wireless transmission of data from remote sources.

8.2 Software and electronics inspection


8.2.1 Prior to the start of each season the complete electrical and electronic system on the car
must be examined and all on board and communications hardware and software must be
inspected by the FIA Technical Department.
8.2.2 The FIA must be notified of any changes prior to the Competition at which such changes are
intended to be implemented.
8.2.3 All re−programmable devices must have a mechanism that allows the FIA to accurately
identify the software version loaded.
Acceptable solutions to verify the programmed software may be found in the Appendix to the
Technical and Sporting Regulations.
8.2.4 All electronic units containing a programmable device, and which are intended for use at a
Competition, must be presented to the FIA before each Competition in order that they can be
identified.
8.2.5 All on−car software versions must be registered with the FIA before use.
8.2.6 The FIA must be able to test the operation of any compulsory electronic safety systems at any
time during a Competition.

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8.2.7 Competitors may only run custom software that has been homologated by the FIA for their
control applications hosted inside or outside the ECU described in Article 8.3.1.
Details of the homologation process can be found in the Appendix to the Technical and
Sporting Regulations.
8.2.8 The number of versions used in any single championship season will be limited as shown in
the table below. Figures are given per custom control application.
2026
2027 2028 2029 2030
See Note 1

ECU Competitor applications 5 4 3 3 3

ECU PU applications 5 4 3 3 3

ERS and PU−CE Applications 5 4 3 3 3

A version will be deemed to have been used once the car’s timing transponder has shown
that it has left the pit lane.
Changes made solely for reliability, bug fix, compatibility with standard or other custom
applications or changes requested by the FIA will not increase the version counter.
Note 1: for the 2026 Championship season only, the limits defined in the above table will
apply starting from the fifth Competition.

8.3 Control electronics


8.3.1 All components of the power unit, fuel system, transmission systems, brake system, tyre
pressure monitoring system and adjustable bodywork in addition to all associated actuators,
must be controlled by the FIA Standard ECU.
The FIA Standard ECU may only be used with FIA approved software and may only be
connected to the control system wiring loom, sensors and actuators in a manner specified by
the FIA.
Additional information regarding the FIA Standard ECU software versions and setup may be
found in the Appendix to the Technical and Sporting Regulations.
8.3.2 All ECUs, control sensors, actuators and FIA monitoring sensors will be homologated by the
FIA. Details of the homologation process may be found in the Appendix to the Technical and
Sporting Regulations.
Each and every component of the control system will be sealed and uniquely identified and
their identities tracked through their life cycle.
These components and units may not be disassembled or modified in any way and seals and
identifiers must remain intact and legible.
8.3.3 The control system wiring loom connectivity must be approved by the FIA.
All wiring looms must be built to ensure that each control sensor and each control actuator is
electrically isolated from logging−only sensors.
In general, there must be no active or passive electronic component in the control loom.
Exceptions (e.g. termination resistors) must be approved by the FIA before use.
Additional wiring guidelines may be found in the Appendix to the Technical and Sporting
Regulations.
8.3.4 If sensor faults or errors are detected by the driver or by the on−board software, back−up
sensors may be used and different settings may be manually or automatically selected.
However, any back−up sensor or new setting chosen in this way must not enhance the

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performance of the car. Any driver default turned on during the start lockout period may not
be turned off before the end of that period.
8.3.5 Pneumatic valve pressure may only be controlled via a passive mechanical regulator or from
the FIA Standard ECU and its operation will be monitored by the FIA Standard ECU.

8.4 Start systems


8.4.1 Any system, the purpose and/or effect of which is to detect when a race start signal is given,
is not permitted.
8.4.2 The FIA Standard ECU will implement a “lockout” period after each race start or pit stop
during which a number of power unit and transmission related functions will be frozen or
disabled. Details of the strategy may be found in the Appendix to the Technical and Sporting
Regulations.

8.5 Data acquisition


8.5.1 To assist scrutineering, the FIA requires unlimited access to the following FIA Standard ECU
information before, during and after any track session:
a. Application parameter configurations.
b. Logged data and events.
c. Real−time telemetry data and events.
Throughout the Competition, the logging memory and events buffer may only be cleared by
an FIA engineer.
The FIA must have the ability to connect to the FIA Standard ECU via a Competitor−provided
standalone equipment using an FIA laptop. The Competitors should make a jump battery
available at all times during the Competition.
The Competitors should transfer the real−time telemetry data and events on the FIA network
as requested by, and in the format defined by, the FIA.
Prior to the race or sprint session, the FIA Standard ECU data logger must be configured in
such a way that allows logging of data for at least two hours and fifteen minutes without
exceeding the size of the logger memory.
8.5.2 Any data acquisition system, telemetry system or associated sensors additional to those
provided by the FIA Standard ECU and FIA ADR must be physically separate and electrically
isolated from any control electronics with the exception of:
a. The primary regulated voltage supply.
b. The car system ground.
c. Communication links to the FIA Standard ECU, telemetry unit and FIA ADR.
d. Power supplies, provided they are not used to power any control electronics, control
sensors or actuators.
e. Time synchronisation lines.
f. Power unit synchronisation lines.
g. An umbilical loom whose connector will remain disconnected when the car is moving.
Unless approved by the FIA, no junction box or break−out box may be shared between the
FIA Standard ECU system and a Competitor data acquisition system.
The use of any coupling, be it hard wired, magnetic, optical or other such link which allows
the transmission of signals will not be considered as adequate isolation in the context of this
Article.

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8.6 Telemetry
8.6.1 All cars must be fitted with a car to Competitor telemetry system which has been
manufactured by the FIA designated supplier to a specification determined by the FIA.
8.6.2 Telemetry systems must operate at frequencies which have been approved by the FIA.
8.6.3 Competitor to car telemetry is prohibited, with the exception of:
a. The FIA Marshalling System defined in Article 8.12;
b. Handshaking required by the car to Competitor telemetry system defined in Article
8.6.1.

8.7 Driver inputs and information


8.7.1 With the exception of voice radio communication, all signals associated with driver
information and driver input devices must be generated by the FIA Standard ECU.
8.7.2 Any single input device, including but not limited to switch, button, paddle or pedal, used by
the driver must be connected to a single analogue or digital input of the FIA Standard ECU.
Exceptions will be considered to handle the following:
a. A spare clutch paddle sensor.
b. A spare accelerator pedal sensor.
c. A separate "kick−down" sensor which indicates that the accelerator pedal has been
deliberately depressed past full travel.
d. Multiplexed shift signals.
e. A spare brake pressure and pedal sensor.
Any interface between such driver input devices and the FIA Standard ECU must be approved
by the FIA.
8.7.3 Any alteration of the driver’s inputs may only be commanded by direct, deliberate and
primary driver actions.
The logged raw signals from the FIA Standard ECU inputs must provide a true representation
of the driver’s actions.

8.8 Master switch


8.8.1 The driver, when seated normally with the safety belts fastened and the steering wheel in
place, must be able to cut off the electrical circuits to the ignition, all fuel pumps and the rear
lights by means of a spark proof circuit breaker switch.
This switch must be located on the dashboard and must be clearly marked by a symbol
showing a red spark in a white edged blue triangle.
8.8.2 There must also be two exterior horizontal handles which are capable of being operated from
a distance by a hook. These handles must be situated at the base of the main roll over
structure on both sides of the car and have the same function as the switch described in
Article 8.8.1.

8.9 Driver radio


8.9.1 All cars must be fitted with a voice radio communication system which has been
manufactured by the FIA designated supplier to a specification determined by the FIA.
8.9.2 Other than authorised connections to the FIA Standard ECU, any voice radio communication
system between car and pits must be stand alone and must not transmit or receive other
data. All such communications must be open and accessible to both the FIA and broadcasters.

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8.10 Accident analysis
For the purpose of accident analysis and driver rescue, during each Competition and all tests
which are attended by more than one Competitor, each car must be fitted with:
a. One FIA ADR;
b. One external 500g accelerometer;
c. One high speed camera;
and each driver must wear:
d. In−ear accelerometers;
e. Biometric devices subject to Article 8.10.5.
Competitors must use their best endeavours to ensure that all those parts are in working
order at all times.
8.10.1 FIA ADR
The FIA ADR must be fitted and operated:
a. In accordance with the instructions of the FIA.
b. With its centre plane no more than 25mm from Y=0 and with its top facing upwards.
c. With each of its 12 edges parallel to the coordinate system defined in Article 2.10.1.
d. In a position within the cockpit which is readily accessible at all times from within the
cockpit without the need to remove plank or floor.
e. Positioned so that the entire unit lies:
either
i. Behind RV−COCKPIT−DRIVER, between XC = −450 and XC = 100 and below Z=440,
with its connectors facing forward,
or
ii. Ahead of RV−COCKPIT−DRIVER, behind XC = −1075 and below Z=250, with its
connectors facing either forward or rearward.
g. Via anti−vibration mountings giving a clearance of 5mm to all other objects.
h. In order that the download connector is easily accessible when the driver is seated
normally and without the need to remove bodywork.
i. Within the operating limits specified by the supplier, in particular the maximum
temperature limits.
The FIA ADR must be powered from a nominally 12V supply such that its internal battery can
be recharged at all times when the car’s electronic systems are powered and when the car
systems are switched off, but a jump battery or umbilical is connected.
Details of the connections to the FIA ADR may be found in the Appendix to the Technical and
Sporting Regulations.
8.10.2 External accelerometer
The FIA ADR must be connected to one external 500g accelerometer which has been
manufactured by a FIA designated supplier to a specification determined by the FIA.
The accelerometer must be fitted:
a. In accordance with the instructions of the FIA.
b. Within the cockpit, solidly bolted to the Survival Cell using four 4mm bolts, with a body
clearance of 5mm to all other objects.

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c. With each of its 12 edges parallel to and matching the coordinate system defined in
Article 2.10.1.
d. In order that the entire accelerometer body lies as close as possible to the plane Y=0
and within an axis−aligned cube with an internal diagonal bounded by points [XC, Y, Z]
[−500, −130, 0] and [−250, 130, 150].
e. In a position which is readily accessible at all times from within the cockpit when the
seat is removed.
Details of the accelerometer may be found in the Appendix to the Technical and Sporting
Regulations.
8.10.3 High speed camera
Each car must be fitted with a high speed camera which has been manufactured by the FIA
designated supplier to a specification determined by the FIA.
The camera must be fitted in accordance with the instructions of the FIA, details of which
may be found in the Appendix to the Technical and Sporting Regulations.
8.10.4 In−ear accelerometers
Each driver must wear in−ear accelerometers which have been manufactured by the FIA
designated supplier to a specification determined by the FIA.
8.10.5 Biometric device
For the purpose of aiding driver rescue, the FIA may define biometric devices, to be worn by
each driver and which have been manufactured by the FIA designated supplier to a
specification determined by the FIA.

8.11 Accident data


At any time following an accident or incident Competitors must make the FIA ADR available
and accessible to the FIA. A representative of the Competitor concerned may be present
when data relevant to an accident or incident is being uploaded from the recorder. A copy of
the data will be made available to the Competitor.
Any conclusions as to the cause of an accident, or any data relevant to an accident, may only
be published in the form of a report which has been agreed between the Competitor
concerned and the FIA.

8.12 FIA Marshalling system


8.12.1 All cars must be fitted with a marshalling system, comprising a car positioning system and a
bidirectional race control to car communication system, which has been manufactured by the
FIA designated supplier to a specification determined by the FIA.
No other parts which, in the opinion of the FIA are capable of performing a similar function,
may be fitted to any car.
8.12.2 Car Positioning Unit
The Car Positioning Unit must be positioned:
i. With its upper surface at Z=855
ii. With the cover positioned symmetrically about Y=0
iii. With its forward face at XC=−638
8.12.3 Details of the marshalling system may be found in the Appendix to the Technical and Sporting
Regulations.

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8.13 Track signal information display
All cars must be fitted with red, blue and yellow cockpit lights, supplied as part of the FIA
Standard ECU, the purpose of which are to give drivers information concerning track signals
or conditions. The lights must be fitted directly in the driver’s normal line of sight.

8.14 Medical warning system


In order to give rescue crews an immediate indication of accident severity each car must be
fitted with a warning light which is connected to the FIA ADR.
The light must face upwards and be recessed into the top of the survival cell inboard of
Y=150, rearward of XC= −1150 and as near to the clutch disengagement system, as described
in Article 9.5, as is practical.
Details of the light and its control system may be found in the Appendix to the Technical and
Sporting Regulations.

8.15 Installation of electrical systems or components


8.15.1 Exceptionally, each car may be equipped with a maximum of five test sensor installations,
which do not comply with Article 3 of the Technical Regulations, during P1 and P2, provided:
a. They could not materially affect the outcome any of the impact tests described in
Article 13.
b. They lie entirely within an axis−aligned cuboid with an internal diagonal bounded by
points [XF=−1350, −950, −200] and [XDIF=1000, 950, 1100].
c. No part of any sensor may lie above a triangular surface with vertices at
[XC=−200, 0, 655], [XF=−1350, 1300, 655] and [XF=−1350, −1300, 655].
d. They do not obstruct on−board camera views.
Any such test sensor installations do not need to be homologated.
The FIA technical delegate must be notified of any intended test sensor installations prior to
the Competition at which they are first used.
8.15.2 Competitors must be notified of any changes to the installation instructions for any FIA
specified systems or components before 1 March of the previous season.
8.15.3 Notwithstanding the provisions of Article 8.15.1, the use in testing of any system designed to
adjust the ride height of the car in a way that is not compliant with Article 10 is prohibited.

8.16 Timing transponders


All cars must be fitted with two timing transponders supplied by the officially appointed
timekeepers. These transponders must be fitted in strict accordance with the instructions
detailed in the Appendix to the Technical and Sporting Regulations. Competitors must use
their best endeavours to ensure that the transponders are in working order at all times.

8.17 Cameras and camera housings


8.17.1 All cars must be equipped with eight positions in which cameras or camera housings can be
fitted at all times throughout the Competition. Referring to Drawing 2 of Appendix 2, all cars
must carry:
a. a camera in positions 4, and 5.
b. a camera or camera housing in positions 1, 2 (both sides) and 3.
If requested by the Commercial Rights Holder, a car must carry;

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c. either a camera fitted in the driver’s helmet and pointing forward, or a camera in
position 6.
8.17.2 Details concerning the technical specification of all cameras may be found in the Appendix to
the Technical and Sporting Regulations.
8.17.3 With the exception of the position in the driver’s helmet, camera housings, when used, must
be fitted in the same location as cameras, and satisfy all the relevant regulations. They must
be identical in size, shape, and mass to the camera in lieu of which they are fitted, and must
be supplied by the relevant Competitor. Details concerning the shape and mass of all camera
housings may be found in the Appendix to the Technical and Sporting Regulations.
Any decision as to whether a camera or camera housing is fitted in those positions will be by
agreement between the relevant Competitor and the Commercial Rights Holder.
If a car is not required to carry either a camera in the helmet of the driver, or a camera in
position 6, ballast of 0.35 kg must be securely fitted in the location of the Helmet Camera
Processing Unit.
8.17.4 Competitors must be notified of any changes to the camera or transponder installation
instructions before 30 June of the previous season.
8.17.5 Any camera fitted in positions 2, 3 or 4 shown in Drawing 2 of Appendix 2 must be mounted
in order that its major axis does not subtend an angle greater than 1° to the plane Z=0, and its
lateral axis is normal to the plane Y=0.
8.17.6 Any camera fitted in position 1 must be fitted above the survival cell, forward of the cockpit
opening, rearwards of the forward attachment of the Secondary Roll Structure described in
Article 12.4.2. and symmetrically with respect to the plane Y=0, with the camera pointing
towards the driver. The electronic conditioning unit for this camera must be positioned
within the survival cell and in accordance with the Appendix to the Technical and Sporting
Regulations.
8.17.7 The entire camera in position 2 must lie within RV−CAMERA−2.
Any camera fitted in the left hand position 2 shown in Drawing 2 of Appendix 2 must be
mounted in order that its major axis where passing through the centre of the camera lens
does not intersect any part of the car lying forward of the camera
Any part provided by the Competitor for the purpose of aligning the camera in position 2
correctly will be considered part of the camera provided it does not exceed 25mm in width
and is being fitted for that sole purpose.
8.17.8 The camera fitted in position 3 must be mounted in order that its forward−most point is
situated between XC= 0 and XC= 300 and between Z=865 and Z=900. The inner face of the
camera unit should be between Y=120 and Y=150.
Any part provided by the Competitor for the purpose of aligning the camera in position 3
must be an extrusion of the camera unit profile. A radius of up to 10mm will be permitted
where this component meets the bodywork or survival cell.
No part of the camera fitted in position 3 may be positioned vertically above the opening
provided to lift the car, defined in Article 12.4.1.
8.17.9 The camera fitted in position 4 must be mounted in order that its forward−most point is
forward of XC=80.
8.17.10 The camera fitted in position 5 must be mounted, symmetrically about Y=0, with the lens
centre forward of XC= −1250 and with its lower surface at an angle no greater than 6° to the
plane Z=0. In order to not impinge on its 360deg image, any shrouding or cutout should be no
higher than “Shoulder X”, as defined in the Appendix to the Technical and Sporting
Regulations.
8.17.11 The camera fitted in position 6 must be mounted within the Rear Impact Structure with the
face of the lens pointing rearwards at an angle no greater than 1° to the plane X=0.

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8.18 Electromagnetic radiation
Electromagnetic radiation between 2.0 and 2.7GHz is forbidden save with the written consent
of the FIA.

8.19 Sensor signals


Any system, device or installation which is contrived or operated in a way to alter the
measurement or the signal of a sensor used by the FIA to establish compliance with the
Regulations is forbidden.

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ARTICLE 9: TRANSMISSION SYSTEM

9.1 Definitions
9.1.1 Gearbox
All the parts in the power train which transfer torque from the power unit output shaft, as
described in Article 5.6.5, to the drive shafts (the drive shafts being defined as those
components which transfer drive torque from the sprung mass to the unsprung mass). It
includes all components whose primary purpose is for the transmission of power or
mechanical selection of gears, bearings associated with these components (as described in
Articles 9.1.2 to 9.1.4) and the casing in which they are housed (as described in Articles 9.1.5
to 9.1.7).
9.1.2 Driveline components
The rotating components involved in transmitting torque between the gearbox input shaft
and the drive shafts. This includes gears, shafts, dog rings, differential and rotating parts of
the differential control mechanism. Bearings between these components and the Gearbox
Case are included in this definition.
9.1.3 Gear−Change Components
Mechanical components that are involved in selecting the forward gears; barrel(s) and
associated bearings, selector forks, selector rail, detent mechanisms and hydraulic
actuator(s).
9.1.4 Auxiliary Components
Components that are not included in Driveline or Gear−Change Components but interact
directly with these components and are essential for the functioning of the Gearbox. This
includes oil pressure and scavenge pumps, reverse−gear idler and its actuator, differential
actuator, electronic sensors and actuators.
9.1.5 Gearbox Case
The structure that encloses the Driveline Components and Gear−Change Components,
mounts the rear impact structure, takes suspension loads and aerodynamic loads and
transfers them to the power unit through the studs defined in Article 5.6.17.
9.1.6 Parts Not Included for Compliance with Article 29 of the Sporting Regulations
Only in the context of Article 29 of the Sporting Regulations, the following parts are not
considered part of the gearbox and may be changed without incurring a penalty under that
Article’s provisions. If changing any of these parts involves breaking an FIA applied seal this
may be done but must be carried out under FIA supervision:
a. The clutch assembly and the power unit output shaft, provided this is located prior to
any mechanical speed reduction from the engine.
b. The clutch actuator and clutch release bearing(s).
c. Inboard driveshaft joints and seals but not their housing if that housing is integral with
the gearbox output shaft and therefore part of the sprung mass.
d. The hydraulic system prior to the point at which it produces direct mechanical
movement of the gear selection mechanism by means of hydraulic actuator(s).
e. Oil, oil pumps, oil filters, oil seals, oil coolers and any associated hoses or pipes.
f. Electrical sensors, actuators, servo valves and wiring.
g. Any parts associated with the suspension or functioning of the sprung suspension that
are attached to the gearbox casing.

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h. The rear impact structure provided it can be separated from any gearbox casing.
i. Any other component mounted to the casing whose primary purpose is unconnected
with the transmission of power or selection of gears.
9.1.7 Clutch
The mechanical device that can connect or disconnect the ICE output shaft with the
transmission input shaft, or transmit torque between these two shafts.

9.2 Fundamental provisions


9.2.1 Transmission type
The transmission may only drive the two rear wheels.
9.2.2 Traction control
No car may be equipped with a system or device which is capable of preventing the driven
wheels from spinning under power or of compensating for excessive torque demand by the
driver.
Any device or system which notifies the driver of the onset of wheel spin is not permitted.

9.4 Clutch control


9.4.1 Clutch operating devices must be in the form of paddles, which comply with the following
principles:
a. There should be a maximum of two, mounted on the steering wheel for direct access in
all circumstances.
b. They should be of pull−type, opening the clutch when pulling the paddle towards the
driver.
c. Their travel should be in a plane nominally normal to the face of the steering wheel,
with a maximum displacement of the driver’s contact surfaces of 80mm between end
stops.
d. They should have only a single degree of freedom.
e. Where two paddles are fitted, they must be a left and right handed pair, identical in
function and ergonomics, mounted in a symmetrically opposite manner on either side
of the steering wheel centre plane. For the avoidance of doubt, they must have the
same mechanical travel characteristics and be mapped identically.
No interaction between them or the associated FIA Standard ECU inputs will be
permitted and, furthermore, Competitors must be able to demonstrate beyond any
doubt that each of the paddles may only be operated with only one hand.
f. To ensure that the signals used by the FIA Standard ECU are representative of the
driver’s actions, each Competitor is required to demonstrate that the paddle
percentage calculated by the FIA Standard ECU does not deviated by more than ±5%
from the physical position of the operating device measured as a percentage over its
entire usable range.
In that context, the physical position of the paddle will be measured at the location
operated by the fingers.
9.4.2 Designs which allow specific points along the travel range of the clutch operating device to be
identified by the driver or assist the driver to hold a position are not permitted.
In order to prevent interaction between the clutch paddles and other driver control devices,
at least one of the following arrangements must be respected:

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a. When pulled to its maximum travel position, any clutch paddle should not reach further
than the driver’s contact surfaces of any other paddle, lever or switch in any of their
positions.
b. The outboard 60% portion of any clutch paddle, measured from its mounting point to
its outer edge by the driver’s contact surface, should be a minimum of 50mm away over
its entire travel range from any other paddle, lever or switch.
c. A clutch paddle should be separated from any adjacent paddle, lever or switch by a
physical stop preventing any practical interaction between them by the driver. Such
stop should be sized and shaped so that it cannot be used as a reference point during
paddle operation.
In addition, other parts of the steering wheel or chassis should not be practically usable as
reference points for the driver to identify or hold a specific position.
9.4.3 The minimum and maximum travel positions of the clutch operating device must correspond
to the clutch fully engaged normal rest position and fully disengaged (incapable of
transmitting any useable torque) positions respectively.
9.4.4 Designs or systems which are designed to, or have the effect of, adjusting or otherwise
influencing the amount, or rate, of engagement being demanded by the FIA Standard ECU,
are not permitted, with the exception of minimal inherent hydraulic and mechanical
properties.
9.4.5 The amount by which the clutch is engaged must be controlled solely and directly by the
driver with the exception of:
a. Stall prevention.
b. Gearshifts.
c. Bite point finder where brake pressure, wheel speed and driver clutch demand
safeguards are used.
d. De−clutch protections.
e. Power train protection on the track outside of any start lockout period or immediately
following stall prevention activation only.
f. Test signals enabled only when the car is connected to the garage system.
When commanded by the driver, the amount of clutch engagement will be expressed in the
FIA Standard ECU as torque at the rear axle by applying a gain of 5200Nm / 90% to the clutch
paddle position between 5% and 95%.
In that case the clutch torque controller implemented in the FIA Standard ECU must be used.
Except for the first 70ms following the initial step in clutch torque demand during a launch,
the control error, calculated using the power unit output shaft torque sensor, must be
contained in a band of ±150Nm when converted at the rear axle.
9.4.6 When the clutch operating device is released from its maximum travel position it must return
to its resting position within 50ms.
The maximum delay allowed, computed from the respective signals as recorded by the FIA
ADR or FIA Standard ECU, between the clutch driver control input signal and the
corresponding output demand being achieved is 50ms.
9.4.7 Any device or system which notifies the driver of the amount of clutch slip or engagement is
not permitted.

9.5 Clutch disengagement


All cars must be fitted with a means of disengaging the clutch for a minimum of fifteen
minutes in the event of the car coming to rest with the engine stopped. This system must be
in working order throughout the Competition even if the main hydraulic, pneumatic or

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electrical systems on the car have failed. This system must also disconnect any ERS system
fitted to the car.
In order that the driver or a marshal may activate the system in less than five seconds, the
switch or button which operates it must :
a. Face upwards and be recessed into the top of the survival cell and be inboard of Y=150
and behind XC= −1150.
b. Be designed in order that a marshal is unable to accidentally re−engage the clutch.
c. Be marked with a letter "N" in red at least 40mm tall, with a line thickness of at least
4mm, inside a white circle of at least 50mm diameter with a red edge with a line
thickness of at least 2mm.
[Layout and position of Medical warning light, ERS light and CDS button to be better
defined]

9.6 Homologated Gearbox and Component Classification


The design of the Driveline Components (with the exception of the gear ratios, for which the
provisions of Article 9.8.2 apply), Gear−Change components and Auxiliary Components must
be homologated by each gearbox supplier before the start of the 2027 season and must not
be modified, except in exceptional circumstances, throughout the 2027, 2028, 2029, and
2030 seasons.
The Gearbox Case may be modified provided that the layout of the Driveline Components,
Gear−Change components and Auxiliary Components is unchanged, except for a translation,
as a group, in X.
A single upgrade to the gearbox specification and layout will be permitted during this
four−year period, such change only being permitted between two consecutive Championship
Seasons. This will be the only gearbox design that can be used in the Championship by the
supplying competitor. This upgrade must be made available to customer competitors, who
may opt to continue with the original specification and upgrade in a subsequent year.
Modifications may be made to the homologated gearbox in the following cases:
a. To resolve reliability problems.
b. For cost saving, at the start of each season.
c. In the case of materials, processes or proprietary parts becoming unavailable or having
their use restricted for health and safety reasons.
In all cases; clear documentation justifying the change must be provided, prior approval must
be obtained from the FIA, and the modification must not give any performance advantage. A
summary of the modification will be circulated to all Competitors by the FIA.
With reference to Article 40.3 of the Sporting Regulations, if a Gearbox part is subsequently
replaced after a qualifying practice session by another which differs only by one or more
modifications permitted by this article 9.7, the replacement Gearbox part will be considered
the same in design and similar in mass, inertia, and function.
The Gearbox, as defined in Article 9.1.1, is classified as TRC.

9.7 Gearbox Dimensions


9.7.1 Layout
The primary (lay) shaft must be concentric with the PU crankshaft centreline and must be
driven at the same speed.
The secondary (main) shaft must lie within 30mm of Y=0, above the Primary Shaft and be
parallel to it. The axes of the primary and secondary shafts must be between 90mm and
110mm apart.

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The axis of any gear−change barrel must be above the axis of the secondary shaft.
The distance between the front lateral gear−tooth face of the forward−most forward gear
ratio pair and the rear lateral gear−tooth face of the rearward−most forward gear ratio pair
must be at least 175mm. The minimum distance must be respected by both the gears on the
primary (lay) shaft and the gears on the secondary (main) shaft.
The axis of the final drive (at XDIF=0) must be between XR= −60 and XR=60, between Z=260 and
Z=280, and be between 390mm and 450mm behind the front lateral gear−tooth faces of both
gears of the forward−most forward gear ratio pair.
The tip diameter of the final drive gear must be at least 205mm.
9.7.2 Mass
The combined mass of driveline and gear−change components must be at least 22kg.

9.8 Gear ratios


9.8.1 The number of forward gear ratios must be 8. Continuously variable transmission systems are
not permitted.
9.8.2 Each Competitor must nominate the forward gear ratios (calculated from engine crankshaft
to drive shafts) to be employed within their gearbox. These nominations must be declared to
the FIA technical delegate at or before the first Competition of the Championship.
In the event the Competitor obtains the Gearbox from another Competitor as a TRC, the gear
ratios used must be the same between those two Competitors unless the customer
competitor opts to continue with the ratios used in the previous Championship Season.
During 2026 only, the nominated set of forward gear ratios may be changed once during the
Championship Season.
Changes to the forward gear ratios under the provisions of this Article may involve changes to
either the gear ratio pairs defined in Article 9.8.3, or to the final drive, but not both at the
same time.
9.8.3 No forward gear ratio pair may be:
a. Less than 12mm wide when measured across the gear tooth at the root diameter or any
point 1mm above or below the root diameter. Above this area each side of the gear
teeth may be chamfered by a maximum of 10˚. In addition, a chamfer or radius not
exceeding 2.0mm may be applied to the sides and the tip of the teeth.
b. Less than 600g in mass (excluding any integral shaft or collar). If an integral shaft or
collar is to be excluded the mass of this may be shown by calculation assuming the gear
to be 12mm wide and the shaft geometry to be the same as that where slide on gears
are used.
9.8.4 Gear ratio pairs must be made from steel.

9.9 Reverse gear


All cars must be able to be driven in reverse by the driver at any time during the Competition.

9.10 Gear changing


9.10.1 Automatic gear changes are considered a driver aid and are therefore not permitted.
For the purposes of gear changing, the clutch and power unit torque need not be under the
control of the driver.
9.10.2 Gear changing is restricted during the following periods:

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One gear change is permitted after the race or sprint session has started and before the car
speed has reached 80km/h, provided every gear fitted to the car is capable of achieving at
least 80km/h at 15 000rpm.
9.10.3 The minimum possible gear the driver is able to select must remain fixed whilst the car is
moving.
Each individual gear change must be separately initiated by the driver and, within the
mechanical constraints of the gearbox; the requested gear must be engaged immediately
unless over−rev protection is used to reject the gear shift request. Once a gear change
request has been accepted no further requests may be accepted until the first gear change
has been completed.
Multiple gear changes may only be made under Article 5.18 or when a shift to gearbox
neutral is made following a request from the driver.
If an over−rev protection strategy is used this may only prevent engagement of the target
gear, it must not induce a delay greater than 50ms. If a gear change is refused in this way,
engagement may only follow a new and separate request made by the driver.
Any de−bounce time used to condition driver gear change requests must be fixed.
9.10.4 The maximum permitted duration for down changes and up changes is 300ms and 200ms
respectively. The maximum permitted delay for the latter is 80ms from the time of the driver
request to the original gear being disengaged.
The duration of a gear change is defined as the time from the request being made to the
point at which all gear change processes are terminated. If for any reason the gear change
cannot be completed in that time the car must be left in neutral or the original gear.
9.10.5 Distance channel or track position is not considered an acceptable input to gearbox control.

9.11 Torque transfer systems


9.11.1 Any system or device the effect of which is capable of transferring or diverting torque from a
slower to a faster rotating wheel is not permitted.
9.11.2 Any device which is capable of transferring torque between the principal axes of rotation of
the two front wheels is prohibited.

9.12 Driveshafts
Driveshafts must be made from steel. The bore, more than 150mm from the ends, must be of
constant diameter. At one of the ends, the internal diameter of the final 150mm must be
equal to or greater than the diameter of the bore of the constant diameter section.
Driveshafts must have the required features for the driveshaft torque sensor defined in
Article 9.12

9.13 Driveshaft Torque Sensors


Regulatory torque sensors must be fitted to measure the torque in each drive shaft.
The installation and the connectivity of each of these torque sensors to the FIA Standard ECU
must be approved by the FIA.

9.14. Structural Connection to Survival Cell


Any part which provides an additional load path, aside from the path through the studs
defined under Art. 5.4.8, from the survival cell to the gearbox case is prohibited unless this is
incidental to its principal purpose.

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Furthermore, any such part must not provide a structural connection between this pair of
assemblies beyond that which is reasonable for the safe and reliable fulfilment of its
purposes.

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ARTICLE 10: SUSPENSION, STEERING SYSTEMS, WHEELS AND TYRES

10.1 Definitions
10.1.1 Sprung suspension
The means whereby all complete wheels are suspended from the sprung mass by a spring
medium.
10.1.2 Complete wheel
Wheel, inflated tyre, wheel rim covers and also the items permitted by Article 10.7.3. The
complete wheel is considered part of the suspension.
10.1.3 Wheel or wheel rim
Rim (including lips and barrel), spokes and centre hub.
10.1.4 Legality ride height
The attitude of the unsprung mass, in relation to the sprung mass, for the assessment of its
compliance to the Technical Regulations.
A competitor must define a unique legality ride height for the front axle and for the rear axle.
These values:
a. Must be physically attainable without changing or removing suspension components,
with the exception of ride−height adjustment.
b. Must be within 10mm at the front and within 30mm at the rear of the ride height of the
car when presented for scrutineering.
10.1.5 Mass damper
A mass or system that has a degree of freedom relative to the sprung mass, which either
performs no other function, or while performing another legitimate function has a
compliance beyond what is necessary for its safe and reliable operation.
10.1.6 Sprung mass
All parts of the car that are entirely supported by the sprung suspension.
10.1.7 Unsprung mass
All parts of the car composing the sprung suspension external to the sprung mass and/or not
entirely supported by the sprung suspension. For the purpose of this definition the boundary
between sprung and unsprung mass will be at the suspension members’ inboard
attachments.

10.2 Sprung suspension


10.2.1 Cars must be fitted with sprung suspension.
10.2.2 The suspension system of each axle (front and rear) must be independent from the other axle
and so arranged that its response results only from changes in load applied to the wheels of
that axle.
10.2.3 The suspension system comprises of:
a. Outboard suspension: the suspension members connecting the uprights to the sprung
mass, the upright and attachments, the wheel axles and bearings, wheel fasteners and
the complete wheels.

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b. Inboard suspension: the mechanical arrangement of the components that provide the
vertical suspension travel response of the suspension system to the changes in load
applied to the wheels.
The inboard suspension is considered to be part of the sprung mass, whereas the outboard
suspension is considered to be part of the unsprung mass.
10.2.4 Any powered device which is capable of altering the configuration or affecting the
performance of any part of any suspension system is forbidden.
10.2.5 No adjustment may be made to any suspension system while the car is in motion.
10.2.6 On each axle, the state of its suspension system must be uniquely defined by the angular
position, and angular velocity of its two rockers. Inertial and hysteresis effects are acceptable
provided they are incidental.
In addition, the following systems or configurations are not permitted:
a. Any response of the suspension elements to body accelerations and/or angular
acceleration of the rockers (e.g. any inerters, mass dampers, acceleration−sensitive
valves in the dampers).
b. Any coupling of the suspension systems to the braking or steering systems.
Furthermore, any variation of ride height caused by the suspension geometry’s
kinematics must not exceed 2mm over the range of ±12°, measured between the
principal axis of rotation of the front wheel and an X−plane. Compliance must be
demonstrated using CAD with the vehicle at the legality ride height, using a rigid set−up
wheel of spherical outer surface and diameter 700 mm with its centre point at [XW=0,
YW=−168, ZW=0].
For the avoidance of doubt, fixed suspension kinematic geometries which affect the
reaction of contact patch forces such as “anti−dive”, “anti−squat”, “anti−lift” are
permissible.
c. Any form of ride height control or alteration via self−levelling systems or feedback
loops.
d. Any change of suspension characteristics resulting from track events acting as triggers
with the exception of passive damping conforming to Article 10.4.3(b).
e. Any storing of energy via any means for delayed deployment and/or any suspension
system that would result in a non−incidental asymmetry (e.g. hysteresis, time
dependency, etc.) in the response to changes in load applied to the wheels.
f. Coupling between suspension elements, such that the state of an element(s) is used to
alter the response of another element(s).
g. Any system such as spool valves, switches, ratchets, etc. intended to change the
suspension elements’ characteristics between different states. Valves within a
suspension damper element are acceptable as long as the only function is to provide a
passive change in the damper force response whilst conforming to Article 10.4.3(b).
h. Mass dampers, as defined in Article 10.1.5.

10.3 Outboard suspension


10.3.1 With the steering wheel rotation fixed, the position of each wheel centre and the orientation
of its rotation axis must be completely and uniquely defined by a function of its principally
vertical suspension travel, save only for the effects of reasonable compliance which does not
intentionally provide further degrees of freedom.
Additionally, once the wheel axis system defined in Article 2.12.3 is applied, in side view the
angle subtended between the ZW axis and the Z axis may not exceed 5 deg. of variation over
the range of suspension vertical travel, with the steering wheel rotation fixed. Compliance
must be demonstrated using CAD.

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10.3.2 There must be six suspension members connecting each suspension upright to the sprung
mass.
Redundant suspension members are not permitted.
On the front axle, one suspension member per wheel must be connected to the steering
system.
10.3.3 Suspension members having shared attachment points will be considered by a virtual
dissection into discrete members.
10.3.4 The outboard attachment points of each suspension member (defined as the kinematic
centre of rotation of the joint that allows relative rotation between a suspension member
and its adjoining upright) must lie:
a. outboard of YW=0.
b. Above ZW= −100 for the front axle and above ZW= −40 for the rear axle
c. Inside the Drum defined in Article 3.13.2.
Exceptionally, the outboard attachment point of a suspension member connected inboard, to
the rockers defined in Article 10.4.1 and outboard, directly to another suspension member,
may not satisfy the provisions of this Article, but must in any case:
a. lie outboard of YW=50
b. no more than 25mm from the load line of the suspension member it is attaching to
c. together with the inboard attachment point of the same suspension member, lie on the
same side of the suspension member it is attaching to when viewed from the front
10.3.5 On the front axle only, considering the six suspension members connected to an upright, but
excluding the members connected inboard to the steering system or the rockers defined in
Article 10.4.1, they must form 2 independent pairs of members each with their inboard
attachment points separated in X by no less than 300mm and above Z=250mm. Furthermore
to form a pair, each suspension member must also be accompanied by the suspension
member with the closest outboard attachment point in ZW.
10.3.6 The structural part of each suspension member must:
a. In any normal cross section relative to its load line (defined as a straight line between
the inner and outer attachment point centres of the member) have two orthogonal
axes of symmetry. Over the whole length of the member, the cross section must have a
constant size, shape, and incidence to the plane Z=0 when assessed at the legality ride
height.
Furthermore, the centroid may not be more than 5mm from the load line with the
exception of front suspension elements locally for the sole purpose of ensuring
minimum clearance with the wheel rim at full steering lock.
In the case of the suspension member connecting the front upright to the steering
system this dimension may be up to 10mm.
Minimal exceptions will be permitted for the following:
i. static ride height, camber, or toe adjustment components
ii. the passage of hydraulic brake lines, electrical looms, or wheel tethers.
iii. the attachment of flexures, rod ends or bearings.
iv. along the interface between members that are structurally connected to each
other
v. Cut−outs to allow the passage of a suspension member connected at the inboard
end to the rocker (Art 10.4.1)
vi. installation of strain gauge systems

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b. Not be in contact with the external air stream, unless it is of a circular cross section
when measured normal to the load line.
c. Not vary the angle subtended by the major axis of the cross section in (a) and the plane
Z=0 by more than ±5deg over the range of suspension vertical movement and by more
than ±1deg over the range of steering movement.
d. One of the six rear suspension members per side may be exempt from part a) above.
10.3.7 It must be possible to achieve a minimum angle of +23°/−21° (positive angles mean toe in)
between the principal axis of rotation of the front wheel and an X−plane. If necessary, the
steering system may be disconnected from the suspension members or the steering arm may
be changed to verify this requirement. The achievement of the minimum angles is intended
at legality ride height and the bodywork defined in Articles 3.13.3, 3.13.4 and 3.13.5 may be
removed.
10.3.8 In order to help prevent a wheel becoming separated in the event of all suspension members
connecting it to the car failing, flexible tethers as specified in Article 14.4.1must be fitted. The
sole purpose of the tethers is to prevent a wheel becoming separated from the car, they
should perform no other function.
10.3.9 Where any Suspension Member attaches to the survival cell behind XC=−1580, Competitors
should provide calculations showing that there would be no damage to the survival cell if a
load of 1.25 times the compressive failure load of the leg is applied to the mounting, along
the axis of the leg.

10.4 Inboard suspension


10.4.1 The inboard suspensions of the front and rear axles must only be actuated via a single rocker
per wheel, with only a single outboard suspension connection to each rocker.
A rocker is a mechanical device that is rigidly supported on the sprung mass and rotates
about a fixed axis on the sprung mass with no other relative degree of freedom.
10.4.2 Suspension elements can only connect to the rockers or sprung mass, where any such
connection is classified as a node, subject to the following restrictions :
a. They only permit relative rotation at their nodes.
b. They must be so arranged that any suspension element functions only in parallel to any
other, even if multiple elements are physically combined into a single component
and/or share physically coincident nodes.
c. There is only one degree of freedom between the end nodes of each element. No
functional connection may be used to an y other part of the element in order to obtain,
for example, a feedback signal for other parts of the suspension system.
d. With the exception of sensors whose sole purpose is to provide data, no other device(s)
may connect to a node or act on the rocker.
10.4.3 The only permitted suspension elements are:
a. Springs − the primary purpose of which is to absorb and release energy in a
monotonically increasing load relationship with relative deflection between its nodes
(or increasing torque with twist). Multiple springs may be combined in series or parallel
to generate a single spring element entity between its nodes providing the result, as
measured at the nodes, conforms to the monotonic requirement above and no part of
the design has the purpose and/or effect of altering this relationship. Spring elements
using a fluid medium are not permitted.
b. Dampers – the primary purpose of which is to dissipate energy by generating an
opposing force to the direction of motion as a function of the relative velocity between
its nodes. Utilisation of heavily asymmetric damping forces for the purpose and/or
effect of contravening Article 10.2.6 is not permitted. A gas spring as part of the
functionality of a damper element, for the purposes of anti−cavitation, is acceptable as
long as the spring rate, as measured between the nodes does not exceed 10N/mm.

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Hysteresis is acceptable in an element providing it is at an incidental level and no attempt is
made to utilise any inherent hysteresis to alter the response of the element relative to its
primary purpose.
Links may be used to actuate the suspension elements that are mounted remotely from the
rockers but cannot be used to circumvent or subvert the requirement of Article 10.2.6. Such
links must be rigid and of minimal mass and design so as to achieve the linking mechanism.
Links using a fluid medium are not permitted.

10.5 Steering
10.5.1 The steering system is the mechanical system, on and part of the sprung mass, that converts
the steering column demand into the outboard suspension position control for the
re−alignment of only the two front wheels (the steered wheels).
10.5.2 The re−alignment of the steered wheels must be uniquely defined by a monotonic function of
the rotation of a single steering wheel about a single axis. Furthermore, the inboard
attachment points of the suspensions members connected to the steering system must
remain a fixed distance from each other and can only translate in Y.
10.5.3 Power assisted steering systems may not be electronically controlled or electrically powered.
No such system may carry out any function other than reduce the physical effort required to
steer the car.
10.5.4 No part of the steering wheel or column, nor any part fitted to them, may be closer to the
driver than a plane formed by the entire rear edge of the steering wheel rim. All parts fixed to
the steering wheel must be fitted in such a way as to minimise the risk of injury in the event
of a driver’s head making contact with any part of the wheel assembly.
10.5.5 The steering wheel, steering column and steering rack assembly must pass an impact test,
details of the test procedure may be found in Article 13.8.

10.6 Suspension Uprights


10.6.1 The upright is the structural component, in the outboard suspension, which provides the
physical mounting, kinematic restraint and load path connections of the wheel axle to the
suspension member outboard attachments as well as the reaction of the brake calliper loads
into the suspension.
There can only be one suspension upright per complete wheel.
10.6.2 The loads from the suspension members and wheel bearings must individually and entirely be
carried by the suspension upright. Exceptionally up to three suspension members may be
connected together by titanium, aluminium alloy or steel components before their load is
passed into the upright. Any such components are in any case considered to be part of the
upright assembly.
10.6.3 No part of the upright assembly may be inboard of YW=0 except for parts solely for the
attachment and fixing of a suspension member outboard attachment point, conforming to
Article 10.3.4 (a) to (c), to the upright which may encroach no more inboard than a sphere of
radius 25mm about the attachment point.

10.7 Wheel rims


10.7.1 Wheel rim material
With the exception of surface treatments for appearance and protection, wheel rims must be
made from AZ70 or AZ80 magnesium alloy.
10.7.2 Wheel rim dimensions
a. The wheel rim key dimensions are:

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Front Wheel Rear Wheel
Rim Diameter 462.6 ± 0.1 462.6 ± 0.1
Tyre Mounting Width 315 ± 0.5 401.3 ± 0.5
Lip External Diameter 496 ± 0.5 496 ± 0.5
Overall Width 334 ± 0.5 420.3 ± 0.5
Lip Thickness 9±1 9±1

b. The Wheel Rim must be a solid of rotation formed by revolving a single profile around
the axis of rotation of the wheel rim. The profile must be tangent continuous with a
minimum radius of curvature of 8mm except for:
i. the bead profile
ii. the external diameter of the lips
iii. the mounting face to the axle
iv. the bore and wheel−nut seat.
c. Once the solid of rotation has been fully defined, an annulus with an internal diameter
of 310mm and thickness of 2mm must be added. Its outer face must be coincident with
the outer plane of the revolution defined in (b). A bead of up to 3mm radius may be
added to the inner diameter. This annulus does not have to be integral with the rim and
may be constructed from a different material.
d. Once the revolved has been fully defined, material may be removed:
i. to form spokes, between YW=−210 and YW=−340 on the rear wheel and between
YW=−188 and YW=−290 on the front wheel.
ii. for wheel pegs and other features on the mounting flange
iii. to form features for mounting the inflation valve and TPMS sensors
iv. on the outer flanges, between a radius of 238mm and a radius of 246mm from
wheel axis and up to 1mm deep for wheel branding, logo, part number, or similar
features.
e. Except for the inflation valve, no part of the wheel rim or anything attached to it may lie
within RV−F−RIM−MIN (front) or RV−R−RIM−MIN (rear).
f. There must be no passage for air between the inboard and outboard cavities of the
Wheel Rim. All apertures through the spokes must be closed by a panel on the inboard
turned face of the spokes. This panel may be integrated into the rim, or a separate
piece.
g. The minimum wheel rim thickness is 2.5mm.
h. The minimum bead thickness is 4.0mm (measured from hump to outer edge of the lip).
i. The ETRTO standard bead profile is prescribed.
j. The design of the wheel must meet the general requirements of the tyre supplier for
the mounting and dismounting of tyres including allowance for sensors and valves.
k. The wheel rim design cannot be handed between left and right designs.
l. Features (including’ but not limited to; ribs, fins, turbulence generators), surface
treatments, or coatings which influence the heat transfer characteristics of the wheel
rim are not permitted.
10.7.3 Wheel Rim Impact Test
All wheel rims must pass the impact test defined in Article 13.10.

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10.7.4 TPMS Sensor
All cars must be fitted with tyre pressure and temperature monitoring sensors which have
been manufactured by an FIA designated supplier to a specification determined by the FIA.
The TPMS sensor must be mounted in accordance with the specification given in the
Appendix to the Sporting and Technical Regulations.
Wheel rims and tyre pressure and temperature sensors should be marked according to the
corner colouring and labelling scheme defined in the Appendix to the Technical and Sporting
Regulations.
10.7.5 Parts attached to the wheel rim
The only parts which may be physically attached to the wheel in addition to the tyre are
surface treatments for appearance and protection, valves for filling and discharging the tyre,
wheel fasteners, balance weights, drive pegs, standard supply tyre pressure and temperature
monitoring sensors, closing panels required by 10.7.2.f, and spacers on the inboard mounting
face of identical specification on all wheels for the same axle.

10.8 Tyres
10.8.1 Tyre supply
a. All tyres must be used as supplied by the manufacturer, any modification or treatment
such as cutting, grooving, the application of solvents or softeners is prohibited. This
applies to dry, intermediate and wet−weather tyres.
b. If, in the opinion of the appointed tyre supplier and FIA technical delegate, the
nominated tyre specification proves to be technically unsuitable, the stewards may
authorise the use of additional tyres to a different specification.
c. If, in the interests of maintaining current levels of circuit safety, the FIA deems it
necessary to reduce tyre grip, it shall introduce such rules as the tyre supplier may
advise or, in the absence of advice which achieves the FIA's objectives, specify the
maximum permissible contact areas for front and rear tyres.
10.8.2 Tyre specification
Tyre specifications will be determined by the tyre supplier, in agreement with the FIA, data
will be divided into data blocks as defined in the Appendix to the Sporting and Technical
Regulations and according to the timetable given in that appendix.
Once determined in this way, the specification of the tyres will not be changed without the
agreement of the Formula One Commission.
Notwithstanding the above, the FIA may decide to change the specification during the
Championship season for safety reasons without notice or delay.
10.8.3 Treatment of tyres
a. Tyres may only be inflated with air or nitrogen.
b. Any process the intent of which is to reduce the amount of moisture in the tyre and/or
in its inflation gas is forbidden.
c. A complete wheel must contain a single fixed internal gas volume. No valves, bleeds or
permeable membranes are permitted other than to inflate or deflate the tyre whilst the
car is stationary.
d. The only permitted type of tyre heating devices are blankets that comply with the
design prescriptions listed in Article 10.8.4.
Any other device, system or procedure (except for driving of the car) the purpose
and/or effect of which is to heat the wheels, hubs or brakes above the ambient air
temperature, or to maintain their temperature if they are already warm, is prohibited.

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10.8.4 Tyre heating systems design prescriptions
a. Tyre heating systems may only use resistive heating elements and act upon the outer
tyre surface.
b. No more than three temperature controllable zones may be present on a single tyre
blanket.
c. A temperature controllable zone is at most composed of one heating element (the
actuator) and one or more temperature sensor(s) solidly mounted on the blanket.
d. The blanket temperature sensors may be used to control the delivered power of the
actuator using a single−input single−output (SISO) feedback control strategy approved
by the FIA. There should be no other sensors involved in the temperature control
strategy.
If a temperature controllable zone contains more than one temperature sensor, the
signals must be arbitrated by software prior to being used in the SISO feedback control
loop. Additional software design guidelines may be found in the Appendix to the
Technical and Sporting Regulations.
e. At any time during a Competition, the heating system must provide mechanisms to:
i. Log and download an accurate record of the last 96 hours of operations,
ii. Accurately display in real−time the calibration, inputs and outputs of all control
and arbitration strategies,
iii. Enable the FIA to test the operation of any tyre heating systems.
f. All software, hardware and wiring must:
i. Be approved and homologated by the FIA prior to being used at a Competition,
ii. Provide a unique and unambiguous identification that enables the FIA to identify
and compare the versions being used to the version presented in the
homologation dossier at any time during a Competition.
Additional details may be found in the Appendix to the Technical and Sporting Regulations.

10.9 Wheel attachment and retention


10.9.1 The wheel must be attached to the car with a single fastener. The outer diameter of the
fastener must not exceed 105mm and the axial length must not exceed 75mm. The wheel
fastener may not attach or mount any part to the car except the wheel assembly described in
Article 10.7.
10.9.2 With the exception of manual torque wrenches, devices which are used to fit or remove
wheel fasteners during a pit stop during the qualifying practice session, sprint session or race
may only be powered by compressed air or nitrogen or electricity.
Any sensor systems may only act passively.
10.9.3 All cars, whilst under their own power, must be fitted with dual stage devices which will
retain the wheel fastener in the event of it coming loose from both its full fitted position and
from any angular position before the fastener begins to engage on the axle thread.
10.9.4 Each Competitor must provide test results which demonstrate that all dual stage devices
must be able to :
a. Withstand 20kN of axial tensile force exerted on the wheel nut in a direction away from
the car centre line whilst the wheel nut is fully disengaged from the thread.
b. Withstand 300Nm of torque exerted on the wheel nut in the unwinding direction whilst
the wheel nut is partially engaged on the thread.
10.9.5 Furthermore, the dual stage retaining systems must incorporate a means of allowing the
wheel operator/fitter to visually identify an incorrectly fitted fastener.

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10.9.6 No part of the axle, wheel−nut, or wheel retention device may lie outboard of the outboard
plane of the Wheel Rim.

10.10 Dimensions
10.10.1 Suspension Width
The origin of the front wheel axis system may not lie outboard of Y=603 at Legality Ride
Height.
The origin of the rear wheel axis system may not lie outboard of Y=525 at Legality Ride
Height.

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ARTICLE 11: BRAKE SYSTEM

11.1 Brake circuits and pressure distribution


11.1.1 With the exception of a power unit, all cars must be equipped with only one brake system.
This system must consist of one pedal which operates two master cylinders. On the outlet
side of the master cylinders the system must comprise of two hydraulic circuits, one circuit
from one master cylinder to operate the two front wheels, the other circuit from the other
master cylinder to operate the two rear wheels.
In the case of failure of one circuit, the remaining system must be capable of bringing the car
to a stop in less than 200m from 330km/h, without assistance from the Power Unit or MGUK.
The rear brake control system described in Article 11.6 will be regarded as part of circuit that
operates the rear wheels. This system must be designed so that if a failure occurs in one
circuit the pedal will still operate the brakes in the other.
The diameters of the master cylinders acting on the two rear wheels and the two front
wheels must be within 2mm of each other and have the same available travel. The same
principle must be applied in multi−stage master cylinder designs.
11.1.2 The brake system must be designed so that within each circuit, the forces applied to the
brake pads are the same magnitude and act as opposing pairs on a given brake disc. Any
system or mechanism which can produce systematically or intentionally, asymmetric braking
torques for a given axle is forbidden.
11.1.3 Any powered device, other than the system referred to in Article 11.6, which is capable of
altering the configuration or affecting the performance of any part of the brake system is
forbidden.
11.1.4 Any change to, or modulation of, the brake system, whilst the car is on the track must be
made by the driver's direct physical input or by the system referred to in Article 11.6, and
may not be pre−set.

11.2 Brake callipers


11.2.1 Brake callipers are defined as the parts of the braking system outside the survival cell, other
than brake discs, brake pads, calliper pistons, components directly associated with the system
referred to in Article 11.6, brake hoses and fittings, which are stressed when subjected to the
braking pressure. Bolts or studs which are used for attachment are not considered to be part
of the brake callipers.
11.2.2 All brake callipers must be made from aluminium materials permitted in Articles 15.3.1.b.
11.2.3 No more than three attachments may be used to secure each brake calliper to the car.
11.2.4 Each wheel must be equipped with one calliper. This calliper must have a minimum of one
pair of opposing pistons and a maximum of four pairs of opposing pistons.
11.2.5 The section of each calliper piston must be circular.

11.3 Brake discs and pads


11.3.1 Each wheel must be equipped with one brake disc which must have the same rotational
velocity as the wheel it is connected to.
11.3.2 All discs must have a maximum thickness of 34mm.
11.3.3 The diameters of the discs are between 325mm and 345mm for the front and between
260mm and 280mm for the rear.
11.3.4 The minimum diameter of cooling holes in the discs is 2.5mm.
11.3.5 Each wheel must be equipped with one or two opposing pairs of brake pads.

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11.4 Brake pressure modulation
11.4.1 No braking system may be designed to prevent wheels from locking when the driver applies
pressure to the brake pedal.
11.4.2 No braking system may be designed to increase the pressure in the brake callipers above that
achieved by the driver applied force to the pedal under all conditions.

11.5 Liquid cooling


Liquid cooling of the brakes is forbidden.

11.6 Rear brake control system


The pressure in the rear braking circuit may be provided by a powered control system
provided that:
a. The driver brake pedal is connected to a hydraulic master cylinder that generates a
pressure source that can be applied to the rear braking circuit if the powered system is
disabled.
b. The powered system is controlled by the control electronics described in Article 8.3.

11.7 Supply of Brake Friction and Brake System Hydraulic components


The Brake Disks and Pads described in Article 11.3, the Brake Calliper described in Article
11.2, the Master Cylinder described in Article 11.1 and Rear brake control system described in
Article 11.6 are classified as OSC, in accordance with the provisions of Article 17.6.

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ARTICLE 12: SURVIVAL CELL

12.1 Definitions and General Requirements


12.1.1 Cockpit
The volume that accommodates the driver.
12.1.2 Survival cell
The continuous closed structure containing the fuel tank, the cockpit and the parts of the
Energy Store listed in Article 5.3.6.
The lower plate of the Energy Store assembly is considered to be part of the Survival cell.
12.1.3 Cockpit padding
Non−structural parts placed within the cockpit for the sole purpose of improving driver
comfort and safety. All such material must be quickly removable.
12.1.4 Homologation
The survival cell must be homologated in accordance with the provisions of Article 13.
12.1.5 Demonstration by Calculation
Where the regulations require a Competitor to demonstrate the strength of a component or
structure by calculation, a reserve factor of 1.0 at ultimate failure should be used for metallic
components and first−ply failure for composites.
The FIA may request Competitors to submit models and material properties used in these
calculations for inspection.

12.2 Survival cell specifications


12.2.1 Cockpit Opening
In order to ensure that the opening giving the driver access to the cockpit is of adequate size;
with the exception of the steering wheel, steering column, chassis mounted PCU8 display
unit, seat and all padding required by Article 12.6.1 (including the forward most fixings), or
the Windscreen defined in Article 3.11.1 and its fixings, no part of the survival cell or
bodywork may lie within RV−COCKPIT−ENTRY.
With the secondary roll structure removed, RV−COCKPIT−ENTRY must be entirely visible from
directly above.
The shape of the survival cell must be such that no part of this volume is visible when viewed
from either side of the car.
The parts of the survival cell which are situated each side of the driver's head must be no
more than 550mm apart.
12.2.2 Survival Cell Dimensions
Before the openings and recesses allowed in Articles 12.2.1, 12.2.4 and 12.2.5 are created, a
single volume, which is symmetrical about Y=0, continuous, and has no apertures must be
defined in accordance with the conditions laid out in (a)−(d), below. For this purpose, the
panels specified in 12.3.2 and 12.3.3 are considered part of the survival cell.
a. No part of the Survival Cell may lie ahead of XA=0.
b. No part of the Survival Cell may lie behind XPU=0.
c. The minimum dimensions of the survival cell between XA=0 and XC=0 are defined by the
union of RV−CH−FRONT−MIN and RV−CH−MID−MIN.

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d. The external surface of the survival cell; behind RV−CH−MID−MIN, ahead of XPU=−100,
above Z=50, and below Z=380 must be outboard of Y=±280
e. The maximum dimensions of the survival cell between XA=0 and XC=−875 are defined by
the union of RV−CH−FRONT and the portion of RV−FLOOR−BODY that lies forward of
XC=−875 and inboard of Y=±210.
f. Material may be removed from the upper front part of the volume defined in (d) and (e)
above. In order to do so, a Z−plane must be defined such that the remaining part of RV
CH−FRONT−MIN below it is at least 250mm high in every X−plane ahead of XC= −1600.
Material may only be removed above this Z−plane and ahead of XC= −1600, in two
stages:
i. After the first stage of material removal, the external surface of the survival cell
forward of XC=−1590, must enclose all mechanical components and associated
brackets of the inboard front suspension at Legality Ride Height. Furthermore, any
normal to this external surface must not subtend an angle greater than 25° to an
X−plane, with the exception of the areas covered by the structural part of the
front impact structure.
ii. In the second stage, further material may be removed down to the Z−plane
defined above. In every X−plane, a cumulative total width of 100mm must remain
from the surfaces created in the first stage of material removal. This may be either
a single part 100mm wide, symmetrical about Y=0 or two parts, each 50mm wide,
adjacent to each vertical side of the Survival Cell.
Structure that lies above the Z−plane and ahead of XC= 1600 may be removable
provided that the fastenings can resist a load of [50, 0, −30] kN, to be demonstrated by
calculation.
g. With the exception of any minimal apertures for front suspension members, and a
recess for the timing transponder, the external surfaces of the survival cell and the
external surfaces of the structural part of the front impact structure must coincide over
the entire periphery of the survival cell at its front bulkhead.
12.2.3 Identification Transponders
Every survival cell must incorporate three FIA supplied transponders for identification
purposes. These transponders must be a permanent part of the survival cell, be positioned in
accordance with Drawing 2 and must be accessible for verification at any time.
12.2.4 Openings in the Survival Cell
The survival cell must have an opening for the driver, the dimensions of which are given in
Article 12.2.1. Any other ducts, or openings in the survival cell must only:
a. Be of the minimum size, and for the sole purpose of, allowing access to mechanical
components.
b. Be for the sole purpose of cooling the driver or mechanical or electrical components,
the area of any such duct or opening may not exceed 3000mm2.
c. Be for the sole purpose of routing wiring looms, cables or fluid lines, the total combined
area of any such openings must not exceed 7000mm².
No openings may be made in the 100mm wide section(s) defined in Article 12.2.2.f.ii.
12.2.5 Recesses in the Survival Cell Minimum Volume
Recesses are permitted in the Survival Cell minimum volume, defined in Article 12.2.2, for the
following:
a. For the sole purpose of, allowing the side impact structures and their mountings to be
installed in accordance with Article 13.5.1. The area of each such recess for each side
impact structure must not exceed 8 000mm² when projected onto a Y−plane.

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b. For the sole purpose of allowing the secondary roll structure front fixing and fairings to
be installed in accordance with Articles 12.4.2 and 3.12.3 (b). The total area of any such
recess must not exceed 50 000mm².
c. Minimal Recesses for the sole purpose of mounting mandatory components. Including
but not limited to; timing transponder, F1MS Antenna, position 5 camera, medical light,
datum−target seats, ERS Status Light, and clutch disengagement button.
d. Minimal Recesses for the sole purpose of mounting team specified components.
Including but not limited to; suspension brackets, suspension fairings, slip−angle sensor,
bib stay mounting, and antennae.
Furthermore:
e. The step surfaces of recesses no more than 3mm deep are not required to comply with
the angle constraints of 12.2.2.c.i.
f. Any recesses in areas covered by Article 12.3.1 − Anti Intrusion Laminate, must comply
with that article’s requirements for maintaining equivalent intrusion strength.
12.2.6 Structure behind the driver
The parts of the survival cell immediately behind the driver which separate the cockpit from
the car’s fuel tank, must lie outside RV−COCKPIT−DRIVER.
No head and neck support worn by the driver may be less than 25mm from any structural
part of the car when the driver is seated in the normal driving position.
No part of the any component that is required to be installed within RV−PU−ERS;
a. that lies above Z=50, may lie ahead of RS−FWD−FUEL−LIMIT.
b. that lies on or below Z=50, may lie more than 50mm ahead of RS−FWD−FUEL−LIMIT.
12.2.7 Front Floor Structure
Below the survival cell, a structure, called “Front Floor Structure” must be fitted.
The Front Floor Structure:
a. Must lie within RV−BIB and be fully enclosed by the Floor Bodywork as specified in
Article 3.5.6 such that no part of the structure is in contact with the external air flow.
b. Must be rigidly mounted to the Survival Cell using at least 4 fasteners.
c. Must only deform in the event of an impact with the ground.
A single device may be fitted between the Front Floor Structure and the Survival Cell. This
device:
d. Must not incorporate any component, mechanism or structure whose characteristics
vary with time, velocity, acceleration or temperature. Including, but not limited to
viscous damping, hysteretic damping and hydraulic systems.
e. Must not incorporate any parts which may systematically or routinely exhibit
permanent deformation.
f. Must not be designed in such a way, or incorporate any component, mechanism or
structure that can cause it to exhibit anything other than the same load deflection
relationship measured during the test described in Article 3.18.6 whilst on the circuit
(other than minor incidental effects such as those caused by inertia).
g. Must not be in contact with the external air stream.
12.2.8 Chassis Datum Points
For aligning the car for scrutineering, the survival cell should have the necessary precisely
machined details to allow for the relevant legality datum points defined in Article 3.2.6 to
accurately positioned.

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12.3 Intrusion Protection
12.3.1 Survival Cell Intrusion Specification
In order to protect the driver and the fuel bladder in case of an impact, the sides and lower
surfaces of the survival cell must comply with the following requirements:
a. Surfaces which lie on or outside RV−CH−FRONT−MIN and lie;
i. Longitudinally, between XC=−1630 and XC=−875
ii. Vertically, more than 50mm below the top curve of RV−CH−FRONT−MIN
Must be constructed with the homologated laminate HL−FWD−SC
Any panel covering the Timing Transponder required by Article 8.16 is excluded from
this requirement.
b. Surfaces which lie;
i. Longitudinally, between XC=−875, and the rear of RV−CH−MID−MIN.
ii. Vertically, between Z=100 and Z=570
iii. Laterally, more than 140mm from Y=0
Must be constructed with the homologated laminate HL−COCKPIT−SIDE.
c. Surfaces which lie;
i. Longitudinally, between XC=−875 and XC=−350.
ii. Vertically, below Z=200.
And are not constructed to the laminate HL−COCKPIT SIDE, must be constructed with
the homologated laminate HL−COCKPIT FLOOR.
d. Surfaces that lie:
i. Longitudinally, between rear of RV−CH−MID−MIN and XPU=−50.
ii. Vertically, between Z=100 and Z=450
Must be constructed with the homologated laminate HL−FC−SIDE.
Additional plies may be added to these laminates. The core thickness or density may be
increased, or the core may be replaced with solid inserts.
Between XA=−975 and 100mm behind the rear of RV−CH−MID−STRUCT, the core may be
supplemented or replaced by an alternative reinforcing method.
The FIA Technical Delegate must be satisfied that the overall strength of the structure has
been improved by doing so and that its ability to pass the test given by Side Intrusion Test
Procedure 02/24, as defined in the Appendix to the Technical and Sporting Regulations is
maintained.
12.3.4 Frontal Intrusion
It must be demonstrated by calculation that during a collision, the rear impact structure of a
car ahead could not enter the survival cell through the front bulkhead if the Front Impact
Structure were not present. For this calculation, a load of [215, 0, 0]kN should be applied
through a pad of the same dimensions as the prescribed rear impact structure, anywhere on
the front bulkhead of the survival cell. The pad should not intrude into the survival cell more
than 50mm behind XA=0. All components normally attached to the survival cell, except for the
Front Impact Structure, must be considered in this evaluation.
12.3.5 Cockpit Side Structure
The survival cell visible from the side that covers RV−CH−MID−MIN must be designed to
resist the force of an impacting Front Impact Structure, at up to 350kN. This should be
demonstrated by the tests and calculations defined in Article 13.4.8

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The volume RV−CH−MID−STRUCT may only contain
i. Survival cell structure
ii. Wiring looms or cables, excluding connectors, electrical boxes, or other electrical
components
iii. Electrical components that require direct driver input
iv. Fluid lines and their fittings
v. Fire extinguisher nozzles, tubes and brackets
vi. Padding for driver comfort
vii. Ducts for the sole purpose of cooling the driver and/or mechanical and/or
electrical components

12.4 Roll Structures


All cars must have two roll structures that are designed to help prevent injury to the driver in
the event of the car becoming inverted.
12.4.1 Principal Roll Structure
The principal roll structure must satisfy the following geometric requirements:
a. It must have structure at [XC=55, 0, 968].
b. A horizontal section through the structure at Z=950 must enclose an area of at least
6000mm². The cross−sectional area may not be less than 6000mm2 in any horizontal
section below this plane.
c. Above Z=935, the external surface of the structure must be tangent continuous, and
must not contain any concave radius of curvature. Any convex radius of curvature must
be no smaller than 20mm.
Compliance will be assessed without considering an opening in the structure to allow
aerodynamic ducts to pass through. Any such opening must be below Z=955
Minimal local deviations from this surface are permitted at the intersection of the
external surface and openings for an internal duct, and for the mounting of Camera 4.
[Permitting shaped loading pad in 13.3.1 rather than flats]
d. A horizontal section through the structure at Z=910 must enclose an area of at least
10000mm². Furthermore, the section must enclose an axis−aligned square of side
70mm. These requirements must be maintained in any horizontal section below this
plane.
When evaluating the above, only parts that genuinely contribute to the strength of the
principal roll structure will be considered and no fairings may be included. Parts of the
structure above Z=935 must be designed to support the car in a 20g vertical impact with the
ground and be made from an abrasion resistant material.
The areas required in (b) and (d) above, will be taken as the area of the minimum convex
polygon enclosing the structural parts of the roll hoop in that plane.
In order that a car may be lifted quickly in the event of it stopping on the circuit, the principal
rollover structure must incorporate an unobstructed opening, whose section measures 60mm
x 30mm with internal radii of no more than R15mm, clearly visible in side view, to permit a
strap to pass through it.
It must be shown by calculation that this opening is capable of resisting a load of 20kN
applied by a strap in an upwards direction, on the ZX plane between +45° and −45° to the
Z−axis. In designs where the strap could be threaded in different ways, calculations must be
provided for all possibilities.
12.4.2 Secondary Roll Structure (Halo)

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The secondary roll structure, which is not considered part of the survival cell, must be
positioned symmetrically about the car centre plane with its front fixing axis at XC= −975 and
Z=660. The mounting faces for the rearward fixings must lie on the plane Z=695.
The secondary roll structure must be made to standard FIA8869−2018 and supplied by an FIA
designated manufacturer. Details of the structure and its mountings may be found in the
Appendix to the Technical and Sporting Regulations.
The FIA will take the appropriate measures to ensure that secondary roll structures supplied
by different FIA designated manufacturers are of similar mass.

12.5 Cockpit Specification


12.5.1 Entry and Exit
The driver must be able to enter and get out of the cockpit without it being necessary to open
a door or remove any part of the car other than the steering wheel or the headrest as defined
in Article 12.6.1.
From the normal seating position, with the safety harness fastened and whilst wearing the
usual driving equipment, the driver must be able to remove the steering wheel and get out of
the car within 7 seconds and then replace the steering wheel in a total of 12 seconds.
For this test, the position of the steered wheels will be determined by the FIA technical
delegate and after the steering wheel has been replaced steering control must be
maintained.
12.5.2 Helmet Position
When seated normally, the driver must be facing forwards and the rearmost part of the crash
helmet must be between XC= −50 and XC= −125.
The driver's helmet must lie below a line drawn between the front fixing axis of the
secondary roll structure and a point 75mm vertically below the highest point of the principal
roll structure.
12.5.3 Steering Wheel
The steering wheel, at any rotation, must lie below a line drawn between the front fixing axis
of the secondary roll structure and a point 75mm vertically below the highest point of the
principal roll structure.
The steering wheel must be at least 50mm behind the front edge of the cockpit opening.
The steering wheel must be fitted with a quick release mechanism operated by pulling a
concentric flange installed on the steering column behind the wheel.
The steering wheel must be positioned so as it intersects RV−COCKPIT−HELMET at all angular
positions.
12.5.4 Internal cockpit volumes
a. With the exception of the steering wheel, pedal assembly, driver’s seat, and any
padding that is required by Article 12.6.2, no part of the car may lie within a volume
created by sweeping the outer vertical section shown in Drawing 3 of Appendix 2
between XC= −850 and XC= −1415.
b. With the exception of the steering wheel, steering column, driver’s seat, and pedal
assembly, no part of the car may lie within a volume created by sweeping the inner
vertical section shown in Drawing 3 of Appendix 2 between XC= −850 and XC= −1515.
c. No part of the car may lie within the volume defined in RV−COCKPIT−DRIVER with the
exception of:

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i. Items required for driver comfort or restraint e.g., the seat and its mountings,
safety harness and its mountings, drinks system, padding required by Article
12.6.1.
ii. Items required for the driver to control the car e.g. steering wheel, steering
column, dash display, switch panels, associated looms, driver microphone &
earpiece.
iii. Items that need to be accessed whilst the driver is seated in the car e.g. SDR
download connector, connector for driver radio, associated looms, ES dousing
connector.
iv. Driver ballast.
v. wiring looms or cables, excluding connectors, electrical boxes, or other electrical
components.
vi. Fire extinguisher nozzles, tubes, and brackets.
vii. Fluid lines and their fittings
viii. The accelerometer close to the centre of gravity, required by Article 8.10.2.
ix. The accelerometer required by Article 8.20.
d. The driver, seated normally with the safety harness fastened and with the steering
wheel removed must be able to raise both legs together so that the knees are past the
plane of the steering wheel in the rearward direction. This action must not be
prevented by any part of the car.
12.5.5 Position of the Pedals
The face of the foremost pedal, when in the inoperative position, must be situated behind
XC= −1515.
It must be possible to mount the pedals with the face of the brake pedal as far forward as XC=
−1515. When mounted in this position, the brake pedal, through the full pedal sweep, must
maintain at least 10mm longitudinal clearance from any structure or component that could
limit further movement.

12.6 Cockpit Padding


12.6.1 Headrest
All cars must be equipped with three areas of padding for the driver’s head which:
a. Are so arranged that they can be removed from the car as a single part.
b. Are made from a material which is suitable for the relevant ambient air temperature,
details of approved materials and the temperature bands in which they should be used
may be found in the Appendix to the Technical and Sporting Regulations.
c. Are covered, in all areas where the driver’s head is likely to make contact, with laminate
PL−HEADREST.
d. Are positioned to be the first point of contact for the driver's helmet in the event of an
impact projecting the driver's head towards them during an accident.
e. Must have a cover and internal structure which have no features that obstruct the
padding’s freedom to compress to 5% of its uncompressed thickness.
f. Must be so installed that if movement of the driver's head, in any expected trajectory
during an accident, were to compress the padding fully at any point, the driver's helmet
would not make contact with any structural part of the car.
g. Do not obscure sight of any part of the driver's helmet when he is seated normally and
viewed from directly above the car.

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Rear Padding
The first area of padding for the driver’s head must be positioned behind him, be between
260mm and 380mm wide and be between 75mm and 90mm thick over an area of at least
40000mm². If necessary, and only for driver comfort, an additional piece of padding no
greater than 10mm thick may be attached to this headrest provided it is made from the same
material.
Side Padding
Two areas of padding must be positioned either side of the driver’s head. These areas must:
h. Be symmetrically positioned about Y=0.
i. Be positioned with their upper surfaces at least as high as the survival cell over their
entire length.
j. Have a radius on their upper inboard edge no greater than 10mm.
k. Be positioned in order that, forward of XC=−150, the distance between the two is no
less than 320mm.
l. Be as high as practicable within the constraints of driver comfort.
m. Extend as far forward as the forward face of RV−COCKPIT−HELMET.
Between XC= −75 and XC= −400 and above Z=545, the padding must be at least 95mm thick
over an area greater than 35750mm² when viewed from the side of the car. This minimum
thickness must be maintained to the upper edges of the survival cell and over their entire
length. The minimum thickness will be assessed perpendicular to the plane Y=0 and prior to
the application of the radius required by (j).
Furthermore, any void between these areas of padding and the rear part described above
must also be completely filled with the same padding material.
If necessary, and only for driver comfort, an additional piece of padding no greater than
20mm thick may be attached to these headrests provided they are made from the same
material which incorporates a low friction surface.
Fixings
The Headrest should be fixed in a way that is clearly indicated and should be easily removable
without tools. Fixings should consist of:
n. Two cylindrical longitudinal pegs with a diameter of at least 6mmand with an
engagement of at least 12mm into the rear of the cockpit opening
o. A keyhole fixing at XC= −250 ±50mm and Z=610 ±25mm on each side of the car. These
fixings must comply with 12.6.1 (e) and the receptacle mounted on the survival cell
must be flush with the survival cell structure. These fixings must prevent the headrest
from moving laterally or vertically with up to 12mm of forward movement of the
headrest. They may not be inside RV−COCKPIT−HELMET and should be designed to
minimize the risk of injury should the driver come in contact with them during an
accident.
p. A quick release fixing which is clearly indicated at the front corner on each side of the
car. No tape or similar material may be used to cover the forward fixings of the
headrest.
12.6.2 Leg Padding
In order to minimise the risk of leg injury during an accident, additional areas of padding must
be fitted each side of, and above, the driver’s legs.
These areas of padding must:
a. Be made from a material described in the Appendix to the Technical and Sporting
Regulations.
b. Be no less than 25mm thick over their entire area.

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c. Cover the area situated between the plane XC=−875 and 100mm behind the face of the
rearmost pedal when in the inoperative position.
d. Cover the area 50mm above the lower surface of the volume defined in Article 12.5.4.a,
over its entire length, as defined in (c) above.

12.7 Seat fixing and removal


In order that an injured driver may be removed from the car in the seat following an accident,
all cars must be fitted with a seat which, if it is secured, must be done so with no more than
two fastenings. If fastenings are used, they must be:
a. Clearly indicated and easily accessible to rescue crews.
b. Fitted vertically.
c. Removable without tools.
The seat must be equipped with receptacles which permit the fitting of belts to secure the
driver and one which will permit the fitting of a head stabilisation device.
The seat must be removable without the need to cut or remove any part of the safety
harness.
Details of the belt receptacles and the head stabilisation device may be found in the
Appendix to the Technical and Sporting Regulations.

12.8 Driver Fit Information


Driver−fit information may be transferred between teams. Such information may include CAD
geometries and measurements directly relating to driver−fit but must not include
construction details.
Information that can be transferred includes: seat geometry, helmet position, steering wheel
position, safety harness installation, elbow and knee clearance, pedal position, pedal−pad
geometry, and heel−rest geometry.
In all cases, the content of the information to be transferred must be approved by the FIA
before it is exchanged.

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ARTICLE 13: SAFETY STRUCTURES AND HOMOLOGATION

13.1 General Principles


13.1.1 The purpose of this Article is to define the safety structures of the car and all the
homologation processes necessary to guarantee that each car that is eligible to race satisfies
all the relevant requirements.
13.1.2 Should a fundamental weakness or sub−optimal level of safety become evident in either the
definition of the structures or the homologation procedures, the FIA retains the right to
modify the relevant regulations without observing the deadlines otherwise dictated by the
prevailing governance regulations. In any case, such actions will be discussed in the Technical
Advisory Committee.
13.1.3 All impact tests must be carried out in accordance with FIA Test Procedure 01/00, in the
presence of an FIA technical delegate and by using measuring equipment which has been
calibrated to the satisfaction of the FIA technical delegate. A copy of the test procedure may
be found in the Appendix to the Technical and Sporting Regulations.
13.1.4 Any significant modification introduced into any of the structures tested shall require that
part to pass a further test.
13.1.5 With the exception of tests described by Article 13.3.2, all static and dynamic load tests must
be performed with the secondary roll structure (whether dummy or otherwise) removed.

13.2 Survival Cell Frontal Impact Test


A 50mm (±1mm) thick aluminium plate should be attached to the front bulkhead of the
survival cell through the mounting points of the frontal impact absorbing structure. The plate
should:
a. Measure 430mm (±1mm) wide x 430mm (±1mm) high.
b. Be fitted symmetrically about the plane Y=0.
c. Be fitted in a vertical sense in order to ensure force distribution is similar to that with
the nose fitted.
d. Have seven M10 x 30mm holes in the outer face arranged in a grid pattern as shown in
the diagram below. The test laboratory will then fit a 5mm thick 430mm x 430mm steel
plate to these holes using a 5mm washer stack.
All parts which could materially affect the outcome of the test must be fitted to the test
structure which must be solidly fixed to the trolley through its engine mounting points but
not in such a way as to increase its impact resistance.
The fuel tank must be fitted and must be full of water.
A dummy weighing at least 75kg must be fitted with safety harness described in Article 14.5
fastened. However, with the safety harness unfastened, the dummy must be able to move
forwards freely in the cockpit. The dummy shall be equipped with a helmet to FIA8860 or
FIA8859 and an FHR to FIA8858 (the mass of the helmet and FHR should be recorded, but
should not be included in the 75kg). The safety harness shall be fastened to represent in−race
conditions.
The fire extinguishers, as described in Article 14.1 must also be fitted.
For the purposes of this test, the total mass of the trolley and test structure shall be between
875kg and 900kg and the velocity of impact not less than 15 metres/second.
The impact wall must be fitted with seven carbon composite crush tubes which develop a
combined 500kN nominal load as follows:
a. 2 x tubes, 900mm long, from T−zero to T−end, directed into the lower left and right
M10 attachment points.

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b. 1 x tube, 800mm long, from T−100mm to T−end, directed into the central M10
attachment point.
c. 2 x tubes, 750mm long, from T−150mm to T−end, directed into the central upper and
lower M10 attachment points
d. 2 x tubes, 650mm long, from T−250mm to T−end, directed into the upper left and right
M10 attachment points.
The specification of the tubes and details of how they should be mounted is given in the
Appendix to the Technical and Sporting Regulations.

The resistance of the test structure must be such that following the impact there is no
damage to the survival cell or to the mountings of the safety belts or fire extinguishers.
The maximum deceleration in the chest of the dummy for a cumulative 3ms shall be
reported, this being the resultant of data from the three orthogonal axes.
This test may be carried out on any survival cell provided it has been successfully subjected to
the tests described in Articles 13.3.1, 13.3.2 and 13.4. The test must however be carried out
on the survival cell which was subjected to the test described in Article 13.4.9.
The peak Survival Cell acceleration from T=30ms must be at least 52g.
The maximum Survival Cell displacement from T=Zero is 425mm.

13.3 Roll Structure Testing


13.3.1 The principal roll structure must be subjected to one of the following static tests at 75% of
the load (129kN), followed by one of the tests at full load (172kN). Both tests must be carried
out on the same structure. The tests will be chosen at random and communicated to the
Competitor 3 weeks before their scheduled homologation date.
a. A load of [99, 99, −98]kN
b. A load of [−99, 99, −98]kN
c. A load of [0, 0, −172]kN
For each test:
i. Initially, the pad must not contact the roll structure below Z=935.
ii. At any time during the test, the pad must not contact the structure below Z=900.
iii. Rubber 3mm thick may be used between the load pads and the roll structure.

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iv. The peak load must be applied in less than three minutes and be maintained for 10
seconds.
v. Under the load, deformation must be less than 25mm when measured along the
loading axis and any structural failure limited to 100mm below the top of the roll
structure when measured vertically.
vi. During the test, the roll structure must be attached to the survival cell which is
supported on its underside on a flat plate, fixed to it through its engine mounting points
and wedged laterally by any of the static load test pads described in Article 13.4.2.
vii. The load must be applied to the structure through a rigid pad with a recess up to 3mm
deep, which conforms to the geometry of the Roll Structure. The Pad must be 200mm
in diameter and perpendicular to the loading axis. The edge of the recess may be
blended with a radius of up to 5mm.
Before performing the physical tests specified above, the Competitor must submit detailed
calculations to show that the principle roll structure and survival cell are able to sustain the 3
loads above and following loads:
d. [141, 0, −98]kN
e. [−141, 0, −98]kN
f. [0, 141, −98]kN
g. A load of 50kN applied normal to the surface through a 10mm diameter pad, anywhere
on the external surface of the structure above Z=935.
13.3.2 The secondary roll structure attachments must be subjected to the following two static tests.
For each test:
a. Rubber 3mm thick may be used between the load pads and the roll structure.
b. A secondary roll structure as prescribed by 12.4.2 must be fitted.
c. The loads shall be applied using a 150mm diameter flat, rigid pad whose centre lies in
the specified loading position. The pad shall have only one translational degree of
freedom, this being along the axis of load application.
d. For each test, peak loads must be applied in less than three minutes and be maintained
for five seconds.
e. After five seconds of application, there must be no failure of any part of the survival cell
or of any attachment between the structure and the survival cell.
Centreline Test
A load equivalent 130.1kN vertically downward and51.6kN longitudinally rearward must be
applied at a position [Xc −785, 0, 830]. in one of the following two ways:
a. A physical test to 100% of the test load (140kN); or
b. A physical test to 57% of the test load (80kN) plus detailed calculations to show that the
attachments are able to sustain more than 120% of the test load (168kN) when fitted
with the secondary structure as specified in Article 12.4.2 and with the deformation
simulated as elastic.
The methodology for the calculations shall be authenticated with data from the physical
test prescribed above for the load range from 0kN to 80kN. The load and displacement
shall be recorded along the axis of load application together with the vertical
displacement of the three attachments.
During the test, the structure must be attached to the survival cell which is supported on its
underside on a flat plate, fixed to it through its engine mounting points and, optionally,
through the front bulkhead and/or the mountings of the lower side impact structures.

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Lateral Test
A load equivalent to 104.5kN laterally inward and 93.2kN longitudinally rearward must be
applied to the outer surface of the structure at a position [Xc −590, 233.5, 810]. in one of
following two ways:
a. A physical test to 100% of the test load (140kN); or
b. A physical test to 71% of the test load (100kN) plus detailed calculations to show that
the attachments are able to sustain more than 120%of the test load (168kN) when
fitted with the secondary structure as specified in Article 12.4.2 and with the
deformation simulated as elastic.
The methodology for the calculations shall be authenticated with data from the physical
test prescribed above for the load range from 0kN to 50kN. The load and displacement
shall be recorded along the axis of load application together with the lateral
displacement of the three attachments.
During the test, the survival cell should be fixed at its rear bulkhead via its engine mounts to a
strongwall and supported along its lower face by a surface plate.
The survival cell may be restrained laterally and vertically at its front end by a cradle that
wraps around all four sides of the survival cell. This cradle may extend as far forward as the
plane XA=0, but may not extend further rearwards than XA=600.
The side of the survival cell that is opposite to the application point of the Halo test load may
be restrained laterally by supports that conform to the sides of the survival cell. These lateral
supports may not extend further forward than XC= −1075 or above Z=545.
A drawing of the method of support is given in the Appendix to the Technical and Sporting
Regulations
13.3.3 In addition to the static load tests described above, each team must supply detailed
calculations which clearly show that:
a. The survival cell will sustain a load of 75kN vertically upward on each rear attachment
of the Secondary Roll Structure.
b. The survival cell and bracket will sustain a load equivalent to 99kN vertically upward
and 99kN longitudinally rearward on the axis of the front attachment of the Secondary
Roll Structure.

13.4 Survival Cell Load Tests


13.4.1 Conditions applicable to all static load tests
a. The tests described in Articles 13.4.2 to 13.4.7 must be carried out on every survival cell
intended for use. During these tests, the deflection across the inner surfaces must not
exceed 120% of the deflection obtained on the survival cell used for the tests described
in Articles 13.3.1 and 13.3.2. In cases where the original deflection was less than 3mm,
the maximum permitted deflection will be the lower of; the permitted deflection, or
3.6mm.
b. The tests described in Articles 13.4.8 13.4.9 and 13.4.11 must be carried out on the
survival cell used for the tests described in Articles 13.3.1 and 13.3.2.
c. Deflections and deformations will be measured at the centre of area of the load pad
unless otherwise stated.
d. All peak loads must be applied in less than three minutes, through a ball jointed
junction at the centre of area of the pad and maintained for 30 seconds.
e. All tests must be carried out by using measuring equipment which has been calibrated
to the satisfaction of the FIA technical delegate.
f. A radius of 3mm is permissible on the edges of all load pads and rubber 3mm thick may
be placed between them and the test structure.

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g. For the tests described in Articles 13.4, the survival cells must always be produced in an
identical condition in order that their mass may be compared. If the mass differs by
more than 5% from the one subjected to the impact test described in Article 13.2
further frontal and side impact tests and roll structure tests must be carried out.
h. Any significant modification introduced into any of the structures tested shall require
that part to pass a further test.
i. The Survival cell may be mounted in any orientation provided that the mounting
arrangement does not increase the strength or stiffness of the survival cell being tested.
j. For tests 13.4.2,.13.4.3, and 13.4.6 to 13.4.9, the Survival Cell must be supported by a
cradle conforming to the shape of the side of Survival Cell opposite the load application.
13.4.2 Survival cell fuel tank side test
A pad of diameter 225mm, which conforms to the shape of the survival cell, must be placed
against the outermost side of the survival cell with the centre of the pad positioned at [XC, Z]
= [145, 320].
A constant transverse horizontal load of 110kN will be applied and, under the load, there
must be no structural failure of the inner or outer surfaces of the survival cell.
Deflections will be measured along the axis of load application.
Permanent deformation must be less than 3mm after the load has been released for 1
minute.
13.4.3 Survival cell wheel contact side test
A pad 200mm in diameter which conforms to the shape of the survival cell, must be placed
against the outermost side of the survival cell. The centre of this pad must lie at XC = −1195
and in the Z−direction, at the mid−point of the height of the structure at that section.
Deflections will be measured across the inside of the survival cell along the axis of load
application.
A constant transverse horizontal load of 100kN will be applied to the pad and, under the load,
there must be no structural failure of the inner or outer surfaces of the survival cell and the
total deflection must not exceed 15mm.
Permanent deformation must be less than 3mm after the load has been released for 1
minute.
13.4.4 Survival cell floor test
A pad of 200mm diameter must be placed on the survival cell floor, in a position determined
by the FIA technical delegate, and corresponding to the fuel tank. A vertical upwards load of
25kN will be applied.
Under the load, there must be no structural failure of the inner or outer surfaces of the
survival cell.
Permanent deformation must be less than 1.0mm after the load has been released for 1
minute.
13.4.5 Cockpit floor test
A pad of 200mm diameter must be placed beneath the survival cell, at [XC,Y]=[−600,0], and a
vertical upwards load of 75kN applied.
Under the load, there must be no structural failure of the inner or outer surfaces of the
survival cell.
Deflections will be measured relative to the cockpit rim along the axis of load application.
Permanent deformation must be less than 3mm after the load has been released for 1
minute.

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13.4.6 Cockpit rim tests
A pad of 50mm in diameter, must be placed on the side of the cockpit rim with its upper edge
at the same height as the top of the cockpit side with its centre at XC= −250.
A constant transverse horizontal load of 50kN will then be applied at 90° to the plane Y=0
and, under the load, deformation must be less than 10mm when measured along the loading
axis and there must be no structural failure of the inner or outer surfaces of the survival cell.
Permanent deformation must be less than 1.0mm after the load has been released for 1
minute.
13.4.7 Cockpit Side Test 1
A 225mm diameter pad which conforms to the shape of the survival cell at the load
application point, must be placed against the outermost sides of the survival cell, centred at
[XC,Z]=[−520,400].
At the Competitor’s discretion, a load of either [0, 200, 0]kN or [48.6, 194, 0]kN shall be
applied through a ball joint and, under the load, there must be no structural failure of the
inner or outer surfaces of the survival cell and the total deflection must not exceed 15mm.
The load and displacement shall be recorded along the axis of load application.
Permanent deformation must be less than 5mm after the load has been released for 1
minute.
The chassis support conditions shall be the same as those for the lateral test in Article 13.3.2.,
but the chassis may be mounted in any orientation, provided that the supports do not
increase the strength of the survival cell in this load case, beyond the Article 13.3.2
arrangement.
A temporary spacer constructed to the same specification as the panels described in Article
12.3.2 with a maximum diameter of 325mm may be placed between the pad and the survival
cell.
13.4.8 Cockpit Side Test 2
A 225mm diameter pad which conforms to the shape of the survival cell at the load
application point, must be placed against the outermost sides of the survival cell, centred at
[XC,Z]=[−520,400].
At the Competitor’s discretion, a load of either [0, 300, 0]kN or [72.9, 291, 0]kN shall be
applied through a ball joint and, under the load, there must be no structural failure of the
inner or outer surfaces of the survival cell and the total deflection must not exceed 30mm.
The load and displacement shall be recorded along the axis of load application.
After 5 seconds of application, there must be no failure of the survival cell.
The chassis support conditions shall be the same as those for the lateral test in Article 13.3.2.,
but the chassis may be mounted in any orientation, provided that the supports do not
increase the strength of the survival cell in this load case, beyond the Article 13.3.2
arrangement.
A temporary spacer constructed to the same specification as the panel described in Article
12.3.2 and with a maximum diameter of 325mm may be placed between the pad and the
survival cell.
In addition to the physical test, the team shall provide detailed calculations to show that the
cockpit side is able to sustain a lateral load of 371kN applied at the following 6 positions. [XC,
Z]; [−320, 490], [−690, 490], [−690, 320], [−520, 400], [−585, 150], and [−450, 320].
The methodology for the calculations shall be authenticated by comparing data from the
physical test for the load range from 0kN to 275kN and the calculated case.
13.4.9 Nose Push−off Test

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During this test, the survival cell must be resting on a flat plate and secured to it solidly but
not in a way that could increase the strength of the attachments being tested.
A dummy front impact structure may be used for this test. The 250mm of the dummy
structure closest to the survival cell should be identical in design and construction to the
structure used in 13.6.2. The dummy structure should not in any way increase the strength of
the survival cell or of the attachment between the survival cell and the impact structure.
A constant transversal horizontal load of 92kN must be applied to one side of the impact
structure at XA= −600 and at the mid−point of the height of the structure used in 13.6.2. All
loads must be applied through a ball−jointed junction at the centre of area of the pad.
After 30 seconds of application, there must be no failure of the survival cell or of any
attachment between the structure and the survival cell.
Additionally, teams must supply calculations that show that there would be no failure of the
survival cell or of any attachment between the structure and the survival cell if a load of
110kN were applied XA= −600 through the dummy structure.
13.4.10 Engine Separation
It must be demonstrated by calculation that in the case of an accident that causes the engine
to become separated from the survival cell, significant structural failure of the survival cell
does not occur.
The survival cell should be restrained ahead of the seatback bulkhead. A load of [FX, FY, MZ] =
K.[−1N, 5N, 3Nm], acting through and about [XPU=0, 0, 210], should be applied to the survival
cell through the engine mounts using a representative engine. K should be increased up to
the first engine mount failure. The analysis should be repeated, disconnecting the failed fixing
until only two engine fixings remain. In all cases, the failure should remain local to the engine
mounts and there should be no significant exposure of the fuel cell.
13.4.11 Forward Survival Cell Test
A rigid pad measuring 100mm in X and only contacting the surface defined in 12.2.2.f.i, which
has a single degree of freedom along the direction of loading, must be placed against the
outer surface of the survival cell. The pad should conform to the shape the survival cell. The
load axis must lie:
a. On the plane Y=0
b. In a position between the front of the survival cell and XC=−1600, determined by the
technical delegate and communicated to the team two weeks before the homologation.
c. Normal to the surface of the survival cell.
A constant load of 30kN will be applied and, under the load, there must be no structural
failure of the inner or outer surfaces of the survival cell and the deflection must be less than
5mm.
A cradle may be used on the opposite side of the survival cell to react the load.

13.5 Side Impact Structure


13.5.1 Side Impact Structure Specification
Two impact absorbing structures must be fitted on each side of the survival cell and must be
solidly attached to it. The purpose of these structures is to protect the driver in the event of a
lateral impact and, in order to ensure this is the case, strength tests of the mountings must be
carried out successfully. Details of the test procedure may be found in Articles 13.5.3 and
13.5.4.
The impact absorbing structures must be manufactured and mounted to the survival cell in
accordance with the following specifications:

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a. The construction and geometry of the structures may be found in the Appendix to the
Technical and Sporting Regulations.
b. The structures must be mounted with the principal axes of their prismatic mounting
sections perpendicular to the longitudinal and vertical centre plane of the car, and with
an incidence (defined as the angle between the major axis and Z=0) of 0° for the upper
structure and within the range of 0° and −10° (nose up) for the lower structure.
The centres of area of their outermost longitudinal vertical cross sections must be
positioned:
i. Longitudinally: between XC= −500 and XC= −475 for the upper structure and
between XC= −525 and XC= −425 for the lower structure.
ii. Vertically: between Z=460 and Z=550 for the upper structure and between Z=75
and Z= 100 for the lower structure.
iii. Laterally: Within 15mm of each other.
Refer to the drawings which may be found in the Appendix to the Technical and
Sporting Regulations.
The two side impact structures must be fully enclosed by bodywork, and hence no part
of them should be exposed to the external air stream.
c. Mountings must be permanently bonded to the structures to enable them to be
attached to the survival cell, each of them must :
i. Incorporate a closed end and internal abutment to the impact structure that must
be capable of withstanding the lateral load described in Article 13.5.4 without a
structural contribution from the bonded interface.
ii. Lie entirely inboard of a plane which lies 292mm inboard of the outermost
longitudinal vertical cross section of the impact structure.
iii. Be arranged in order that the outermost surface created by an interface between
the mounting and structure lies on a vertical surface that is located between the
plane defined in c.ii) and a vertical plane which intersects the leading and trailing
edges of the structure no more than 357mm and 332mm inboard of the
outermost longitudinal vertical cross section of the impact structure respectively.
iv. Be arranged in order that the innermost extent of the bonded interface between
the mounting and structure is offset inboard by a minimum of 44mm from the
vertical surface defined in (iii) above.
v. Be arranged in order that the bonded interface covers the entire external area of
the structure between the innermost and outermost extents defined in iii) and iv)
above.
d. To allow for debris compaction, the internal volumes of the structures must be empty
outboard of vertical planes which:
i. For the upper structure, intersects the leading, and trailing edges of the structure
at least 342mm inboard of the outermost longitudinal vertical cross section of the
impact structure. Furthermore, the projected area of the structure onto a
Z−Plane, between this plane and the plane defined in c.ii) must be greater than
7440mm2.
ii. For the lower structure, intersects the leading, and trailing edges of the structure
at least 357mm inboard of the outermost longitudinal vertical cross section of the
impact structure. Furthermore, the projected area of the structure onto a
Z−Plane, between this plane and the plane defined in c.ii) must be greater than
9225mm2.
No parts which, in the opinion of the FIA technical delegate, would prevent proper function
of the impact structures in the event of a lateral impact may be present in the volume lying
between XC= −700 and XC= −300, and between Z=50 and Z=600, and outboard of a plane

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280mm inboard of the outermost longitudinal vertical cross section of the inboard most
impact structure.
The following components may be placed in this volume;
i. Bodywork
ii. Components of the oil and coolant systems and charge air cooling (excluding any
secondary heat exchangers)
iii. Electrical systems (excluding electrical pumps and filters)
iv. Pneumatic pressure vessels (excluding regulators operating at over 5 barG inlet
pressure)
v. Brake system, hydraulic system and pneumatic system hoses
Provided that;
i. The construction of any of the components is such that they would not, in the
opinion of the FIA technical delegate, cause significant damage to the survival cell
in the event of a lateral impact,
ii. Components of the oil and coolant systems and charge air cooling, electrical units
and pneumatic pressure vessels are no closer than 20mm at any point to the
closest impact structure,
iii. Electrical units and pneumatic vessels;
- have a total volume that does not exceed 2 litres on each side of the
survival cell,
- have an individual assembly density of no more than 1500 kg/m3,
- are orientated such that corners or edges are not likely to cause significant
damage to the survival cell in the event of a lateral impact.
13.5.2 Side impact structure push−off calculations
Each team must supply detailed calculations which clearly show that the mountings of the
upper and lower side impact structures are capable of withstanding:
a. Horizontal loads of 40kN and 60kN applied simultaneously to the upper and lower
structures respectively in a rearward direction through ball−jointed pads, which may
conform to the shape of the structures, measuring 100mm high x 100mm wide and
whose centre of area lies 100mm inboard of the centre of the outermost longitudinal
vertical cross−section of the impact structure.
b. Horizontal loads of 40kN and 60kN applied simultaneously to the upper and lower
structures respectively in a forward direction through ball−jointed pads, which may
conform to the shape of the structures, measuring 100mm high x 100mm wide and
whose centre of area lies 100mm inboard of the centre of the outermost longitudinal
vertical cross−section of the impact structure.
c. A vertical load of 35kN applied in an upward direction to the lower impact structure
through a ball−jointed pad, which may conform to the shape of the structure,
measuring 200mm long x 100mm wide whose centre of area lies 100mm inboard of the
centre of the outermost longitudinal vertical cross section of the impact structure.
d. A vertical load of 27kN applied in a downward direction to the upper impact structure
through a ball−jointed pad, which may conform to the shape of the structure,
measuring 200mm long x 100mm wide whose centre of area lies 100mm inboard of the
centre of the outermost longitudinal vertical cross section of the impact structure.
In all cases, the calculations should show that there will be no structural failure of the parts. It
should be assumed that ball−jointed pads are used, the joint lying at the centre of area of the
pad.
13.5.3 Side impact structure push−off tests

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These tests may be carried out on any survival cell provided it has been successfully subjected
to the tests described in Articles 13.3 and 13.4. The tests may be performed on either side of
the survival cell.
During the push off tests the survival cell must be resting on a flat plate and secured to it
solidly but not in a way that could increase the strength of the attachments being tested.
Temporary spacers representing part sections of the panels described in Article 12.3.2 and
12.3.3 may be incorporated within the assembly of the impact structures to the survival cell.
These spacers may not in any way increase the strength of the survival cell being tested.
Dummy test parts may be used in place of the impact structure provided the test part
incorporates identical mounting details to those described in Article 13.5.1 and does not in
any way increase the strength of the attachments being tested.
During the first test rearward horizontal loads of 40kN and 60kN must be applied
simultaneously to the upper and lower structures respectively through ball joints or
ball−jointed pads whose centre of area lies 100mm inboard of the centre of the outermost
cross−section of the dummy impact structures.
During the second test an upward vertical load of 35kN must then be applied to the lower
impact absorbing structure using a ball joint or a ball−jointed pad whose centre of area lies
100mm inboard of the centre of the outermost cross section of the dummy lower impact
structure.
After five seconds of application there must be no failure of any structures or of any
attachment between the structure and the survival cell.
13.5.4 Side impact structure squeeze tests
This test may be carried out on any survival cell which has been subjected to the tests
described in Articles 13.3 and 13.4. The test may be performed on either side of the survival
cell.
During the test, the survival cell may be supported in any way provided this does not increase
the strength of the attachments being tested.
Temporary spacers representing part sections of the panels described in Article 12.3.2 and
12.3.3 may be incorporated within the assembly of the impact structures to the survival cell.
These spacers cannot in any way increase the strength of the survival cell being tested.
Dummy test parts may be used in place of the impact structure provided the test parts
incorporate identical mounting details to those described in Article 13.5.1 and do not in any
way increase the strength of the attachments being tested.
Loads of 100kN and 150kN must be applied simultaneously to the dummy upper and lower
structures respectively in a lateral direction using a hemispherical pad or ball joint, loading
through the centre cross section, 292mm from the outermost longitudinal vertical
cross−section of both impact structures.
After five seconds of application, there must be no failure of the survival cell or the
attachments between the structures and the survival cell.
Each team must supply detailed calculations which clearly show that the mountings of the
upper and lower side impact structures satisfy the requirement of 13.5.1.(c).(i).

13.6 Front Impact Structure


13.6.1 Front Impact Structure Specification
An impact absorbing structure must be fitted in front of the survival cell. This structure must
not be an integral part of the survival cell but must be solidly attached to it and be arranged
symmetrically about the plane Y=0.
The impact absorbing structure must affix to the survival cell using a minimum of four
attachments having the same nominal strength.

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Excluding fairings or any bodywork defined as Front Wing Assembly; Between XFIS = 50 and
XA = −100, the intersection of the FIS with an X−plane must create a single cross section
where:
a. The height, width and enclosed area must increase monotonically.
b. At XFIS=50, the enclosed area must exceed 9 000mm2 and must enclose a rectangle
120mm wide by 65mm high.
c. At XFIS=150, the enclosed area must exceed 20 000mm2.
d. Between XFIS=150 and XA=−650 the enclosed area must not exceed 30 000mm2.
e. Between XA=−400 and XA=−100, the enclosed area must exceed a value given by a linear
taper between 45 000mm2 and 60 000mm2 respectively.
f. Ahead of the plane XFIS=50, no part may lie above Z=235
g. Behind the plane XFIS=50, no part above a plane normal to Y=0 and containing points [Y,
Z] [0, 235] in plane XFIS=50 and [0, 305] in plane XFIS=150.
h. Behind the plane XFIS=250, with the exception of bodywork joggles, any normal to the
external surface of the Impact structure must not subtend an angle greater than 25° to
an X−plane.
i. All lines drawn normally and externally to a cross−section taken at XA= −100 must not
cross the plane Y=0
Once the requirements of (a) to (i) have been met, minimal apertures may be applied for
mechanical components or sensors.
Any bodywork ahead of the plane defined in (g), above Z=235, and less than 166mm from the
centre plane must be constructed of laminate with an areal weight of reinforcing, less than
1500gm−2
13.6.2 Front Impact Structure Push−Off Tests
Tests (a) and (b) must be performed on the structure used for the dynamic test defined in
Article 13.6.3. Test (c) must be performed on a second structure of identical specification. A
Competitor may submit a request for test (c) to be passed by inspection based on the
similarity of the structure to a structure that previously passed this test.
During these tests, the nose must be mounted to the same fixture that is used for the test
described in Article 13.6.3.
a. Lateral Push−off test
A constant transversal horizontal load of 92kN must then be applied to one side of the
impact absorbing structure, using a pad 200mm long and 300mm high, at XA= −600.
[No failure at 55kNm about the front bulkhead]
All loads must be applied through a ball−jointed junction at the centre of area of the
pad.
The stiffness of the pad may be chosen by the team.
Rubber or foam may be used between the pad and the test structure.
The centre of area of the pad must pass through the plane mentioned above and the
mid− point of the height of the structure at the relevant section. After 30 seconds of
application, there must be no failure of the structure or of any attachment between the
structure and the fixture.
b. Wing Section Push−off Test
Two equal loads, each equivalent to 3.2kN vertically downward and 2.2kN longitudinally
rearward, must be applied simultaneously to the wing section at Y=±250mm. The load
vector should intersect the top surface of the wing section between 75mm and 200mm
behind the leading edge of the forward wing element, measured in the X−direction.

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The loads shall be applied through a ball joint, using rectangular pads measuring no
more than 100mm in Y and no more than 200 mm in X and with the lower surface
shaped to match the wing section. 3mm rubber or foam may be used between the pad
and the test structure. The pads must lie entirely between 200mm and 300mm from
the plane Y=0.
After 30 seconds of application, there must be no failure of the impact structure or of
any attachment between the impact structure and the wing section.
c. Lateral Push−off Test to Failure
A transversal horizontal load must then be applied to one side of the impact absorbing
structure, using a pad measuring 200mm in X, at XA= −900 and at the mid−height of the
Front Impact Structure at this plane.
All loads must be applied through a ball−jointed junction. The stiffness of the pad may
be chosen by the team. Rubber or foam may be used between the pad and the test
structure.
The load must be increased to failure, defined as the point where the structure is
unable to maintain the maximum load reached with increasing travel of the ram and an
area of failure is apparent.
Failure should occur at a load greater than 50kN and the failure must be between
XA=−650 and XA=−400.
13.6.3 Front Impact Structure Dynamic Test
To simulate in−car conditions, all parts that could materially affect the outcome of the test
must be fitted to the test structure. The test structure must be solidly fixed, either to the
trolley or to the impact wall, through the mounting points of the nose structure, but not in
such a way as to increase its impact resistance.
If the test facility includes a system to manage excess residual energy (in the event that the
nose structure fails to absorb all the test energy), such a system must not in any way modify
the results during a successful test.
For the purposes of this test, the total mass of the trolley and test structure shall be 900kg
(+1%/−0) and the velocity of impact not less than 17 ms−1.
The resistance of the test structure must be such that during the impact:
a. The deceleration profile measured in g from the first deformation of the complete
assembly to XA=−375 does not exceed the limit curve defined by 11.74/ X1.25, where X is
the longitudinal distance from XA=0, calculated by the test laboratory in metres.
b. Exceptionally, when filtered with a CFC60 filter (ISO 6487), the limit curve may be
exceeded for a maximum cumulative period of 15ms and an absolute ceiling of 20g.
c. The average deceleration over the first 150mm of deformation of the impact absorbing
structure defined article in 13.6.1 exceeds 2.5g.
d. The peak deceleration does not exceed 40g.
e. After the impact, the remaining length of the impact absorbing structure must be
greater than 150mm. This will be measured between the furthest point that the trolley
reaches and the most forward of:
i. Any significant change in the construction of the impact structure such as inserts,
or openings.
or
ii. Any mechanical components mounted to the survival cell ahead of the front
bulkhead except for components listed in (f) below.
f. Subject to approval by the FIA Technical Delegate, the following components may be
placed in the 150mm remaining length:

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i. Brake reservoirs, their mounting brackets, associated pipes and fittings.
ii. Electrical systems with an individual assembly density of no more than 1500kg/m3
iii. Composite internal bodywork panels with a wall thickness less than 1.5mm.
iv. Parts of the X−mode adjustment system.
Furthermore, there must be no damage to the mountings of the nose.
This test must be carried out on the frontal impact absorbing structure which was subjected
to the test described in Article 13.6.2.

13.7 Rear Impact Structure


13.7.1 Rear Impact Structure Definition
An impact absorbing structure must be fitted behind the gearbox in accordance with the
following specifications:
a. Between XDIF=325 and XDIF=750, the external geometry of the Rear Impact Structure
must conform to RV−TAIL−RIS with a manufacturing tolerance of ±0.5mm.
b. The rearmost face of the structure must be positioned at XDIF=750. The upper surface of
the structure on Y=0 must lie at Z=372.5. A tolerance of ±2mm will be accepted for
manufacturing reasons only.
c. To minimise the likelihood of the structure penetrating a survival cell, it must be
designed so that the majority of its material lies evenly around its perimeter. The
perimeter of any X−plane between points 50mm forward of its rear face and 200mm
forward of its rear face must be of a uniform construction and have a minimum
thickness of 1.6mm. Material with a specific gravity of less than 1 will not be considered
when calculating these thicknesses and, furthermore, any internal structure must not
be thicker than any part of the perimeter at that section.
Only those parts of the structure which genuinely contribute to its performance during the
impact test, and which are designed and fitted for that sole purpose, will be considered when
assessing compliance with any of the above.
d. No parts which, in the opinion of the FIA technical delegate, would prevent proper
function of the impact structure in the event of a rear impact may be present behind
XDIF= 325.
The Rear Impact structure is classed as TRC.
13.7.2 Rear impact Structure Static Load Tests
To verify the strength of the gearbox and the attachment of the rear impact structure to the
gearbox, the gearbox and impact structure must pass three static load tests.
During the tests, the gearbox should be solidly fixed by the engine studs and the test load
may be reacted ahead of any joint between the impact structure and the Gearbox Case. No
support may increase the strength of this joint.
The gearbox and crash structure will be subjected to the following separate tests:
a. A lateral load of 40kN applied at the mid−height of the structure at XDIF=500 applied
using a pad measuring 100mm in X and at least 150mm in Z.
b. A load of 40kN vertically upwards applied on the plane Y=0 at XDIF=500 applied using a
pad measuring 100mm in X and at least 100mm in Y.
c. A load of 40kN vertically downwards applied on the plane Y=0 at XDIF=500 applied using
a pad measuring 100mm in X and at least 100mm in Y.
These pads should conform to the shape of the rear impact structure and their centres of
area must pass through the plane mentioned above and the mid‑point of the height/width of
the structure at the relevant section.

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A radius of 3mm is permissible on the edges of all load pads and rubber 3mm thick may be
placed between them and the test structure.
In each case, the load should be applied through a ball−joint and after 30 seconds of
application, there must be no failure of the impact structure, of the gearbox, or of the
attachment between the impact structure and the gearbox.
13.7.3 Rear impact Structure Dynamic Test
All parts which will be fitted behind the rear face of the engine and which could materially
affect the outcome of the test must be fitted to the test structure. If suspension members are
to be mounted on the structure they must be fitted for the test. The structure and the
gearbox must be solidly fixed to the ground and a solid object, having a mass of 875kg
(+1%/−0) and travelling at a velocity of not less than 11 metres/second, will be projected into
it.
The object used for this test must be flat, measure 450mm (±3mm) wide by 550mm (±3mm)
high and may have a 10mm radius on all edges. Its lower edge must be at Z=0 (±3mm) and
must be so arranged to strike the structure vertically and parallel to XC=0.
During the test, the striking object may not pivot in any axis and the crash structure may be
supported in any way provided this does not increase the impact resistance of the parts being
tested.
The resistance of the test structure must be such that during the impact:
a. The deceleration profile measured in g does not exceed the limit curve defined by 15 +
26.5 X, where X = the longitudinal distance from the start of the impact, calculated by
the test laboratory in metres.
b. The maximum deceleration does not exceed 25g.
c. For X>0.225m, the maximum deceleration may exceed the limits defined in (a) and (b)
for up to a cumulative 15ms.
Furthermore, all structural damage must be contained within the area behind XR=0.
This test must be carried out on the rear impact absorbing structure which was subjected to
the test described in Article 13.7.2.
13.8 Steering Column Impact Test
The parts referred to in Article 10.5.5 must be fitted to a representative test structure; any
other parts which could materially affect the outcome of the test must also be fitted. The test
structure must be solidly fixed to the ground and a solid object, having a mass of 8kg
(+1%/−0) and travelling at a velocity of not less than 7metres/second, will be projected into
it.
The object used for this test must be hemispherical with a diameter of 165mm (±1mm).
For the test, the centre of the hemisphere must strike the structure at the centre of the
steering wheel along the same axis as the main part of the steering column.
During the test the striking object may not pivot in any axis and the test structure may be
supported in any way provided this does not increase the impact resistance of the parts being
tested.
The resistance of the test structure must be such that during the impact the peak
deceleration of the object does not exceed 80g for more than a cumulative 3ms, this being
measured only in the direction of impact.
After the test, all substantial deformation must be within the steering column and the
steering wheel quick release mechanism must still function normally.

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13.9 Headrest Load Test
The headrest must pass a load test. The load applied will be P = (700 x mHR)N, where mHR is the
mass of the complete headrest in kg fitted with ‘pink’ Confor foam. The load may be applied
either:
a. With the headrest mounted in a dummy cockpit surround, a force of [−P/2, 0, 0] will be
applied simultaneously to each of two positions on the back of the headrest, at
Z=630mm and Y=±130mm.
or
b. With the headrest mounted in the car, a force of [−P, 0, 0] will be applied, evenly shared
between two pull rods, to the back of the headrest, at Z=630mm and Y=±130mm. The
pull rods should pass through holes in the headrest of no greater than 2.5mmm
diameter. The force should be reacted against the secondary roll structure forward
mount.
At the test load, the pegs at the rear of the headrest must remain engaged in the holes in the
chassis or dummy chassis, and there must be no failure of the headrest backing structure or
the quick release mountings.
Load spreader plates may be used to apply the load to the back of the headrest provided that
each load spreader is more than 80mm and less than 180mm from the car centre−plane.

13.10 Wheel Rim Impact Test


All wheel rim designs must pass an impact test, derived from the standard ISO 7141:2022, to
the outer flange.
The wheel must be mounted on a compliant fixture with the outer flange uppermost and at
13° to horizontal. The Wheel nut must be tightened to a torque of 500 Nm.
The rim must be fitted with a tyre, inflated to 150 ±10 kPa.
A mass of 75 kg must be dropped onto the highest point of the rim from a height of 2000mm.
The striker must have a rectangular section and overlap the rim by 25 ±1mm.
The wheel is considered to have failed the test if any of the following apply:
a) visible fracture(s) (not by dye penetrant) penetrating through the barrel, spokes, or hub
of the rim and more than 25mm away from the area of the rim section struck by the
face plate of the striker.
b) the tyre loses more than 100kPa of air pressure within 1 min.
Details of the equipment, calibration and test procedure are given in standard ISO 7141:2022.

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ARTICLE 14: SAFETY EQUIPMENT

14.1 Fire Extinguishers


All cars must be fitted with a fire extinguishing system which:
a. Will discharge into the cockpit, the engine compartment, and the sidepods.
b. Is approved according to the FIA Standard 8876−2022 and homologated for Class II
fires.
c. Must be installed and maintained according to the manufacturer’s recommendations.
The bottle and firing mechanism must be situated within the survival cell and all extinguishing
equipment must withstand fire.
The triggering system must have its own source of energy and it must be possible to operate
all extinguishers should the main electrical circuits of the car fail.
The driver must be able to trigger the extinguishing system manually when seated normally
with the safety harness fastened and the steering wheel in place.
Furthermore, a means of triggering from the outside must be combined with the circuit
breaker switches described in Article 8.7. They must be marked with a letter "E" in red at
least 80mm tall, with a line thickness of at least 8mm, inside a white circle of at least 100mm
diameter with a red edge with a line thickness of at least 4mm.
The pressure gauge required by Item 4.6 of FIA Standard 8876−2022 may be replaced by a
pressure sensor.
All extinguisher nozzles must be included in the homologation of the fire extinguishing
system. At least one nozzle must be aimed at the driver's midriff.

14.2 Rear view mirrors


14.2.1 All cars must have two mirrors positioned symmetrically about the car’s centre plane and
mounted so that the driver has visibility to the rear and both sides of the car.
14.2.2 The reflective surface of each mirror must satisfy the following conditions:
a. It must be contained within RV−MIR−HOU and not be obstructed by the Mirror
Housing, as defined in Article 3.6.4 either towards the driver or in the rearward
direction.
b. Its four edges must project orthogonally onto the edges of a vertical rectangle which is
200mm wide and 50mm high (+2mm/−0mm for both dimensions), with a radius of up
to 10mm applied to each corner.
c. Over its whole area it must:
i. not contain any concave parts
ii. be tangency continuous
iii. not have any normal radius of curvature less than 400mm.
d. When cut by any Z−Plane and before any radius is applied to the corners:
i. the normal to the curve at its inboard end must subtend an angle of between
24deg and 28deg to the X axis, pointing towards the Y=0 plane.
ii. the angle between normals to the curve at its inboard and outboard ends must be
greater than 8 degrees.
For the avoidance of doubt, any non−reflective parts of the mirror must be contained within
the Mirror Body.

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14.2.3 Competitors will be required on request to supply the FIA with CAD data with regard to the
visibility of their mirror arrangement, and the FIA will retain the right to modify the position
of the volume defined in Article 3.6.4 (a) should it become apparent that the mirror position
does not meet the safety requirements.

14.3 Rear lights


14.3.1 All cars must have three rear lights which:
a. Have been supplied by FIA designated manufacturers.
b. Are clearly visible from the rear.
c. Can be switched on by the driver when seated normally in the car.
14.3.2 The first such light must have:
a. Its rear face on an X−Plane and at least 750mm behind XDIF=0.
b. The centre of its rear face on Y=0.
c. The centre of its rear face between Z=295 and Z=305.
14.3.3 Two further lights
a. Must be fitted, one on each side of the car, within the bodywork defined in Article 3.9.2
and in full compliance with Article 3.9.2.
b. May be curved in the plane of the lens of the LED elements with a radius of not less
than 200mm.
c. The normal to the plane of the lens of the LED elements must be no more than 5° from
the X−axis.
d. Lie in its their entirety between Z=500 and Z=870.
e. Respect the directionality of the lens of the LED elements, which should point in a
nominally horizontal direction towards the rear of the car.
f. Be fitted in accordance with the instructions detailed in the Appendix to the Technical
and Sporting Regulations.
14.3.4 Both types of rear light are classed as SSC, and all the relevant details can be found in the
Appendix to the Technical and Sporting Regulations.

14.4 Safety Tethers


14.4.1 Wheel Tethers
Each wheel must be fitted with three tethers compliant with FIA standard 8864−2022. The
sum of the three maximum absorbed energy, as per FIA Technical List n.93, must be at least
15kJ. No suspension member may contain more than two tethers.
Each tether:
a. must have a minimum energy absorption of 3kJ.
b. must have its own separate attachments at both ends, which:
i. Are able to withstand a tensile force of 70kN in any direction within a cone of 45°
(included angle) measured from the load line of the relevant suspension member.
ii. Are able to accommodate tether end fittings with a minimum inside diameter of
15mm.
iii. Do not share a common fastener and are designed such that the failure of one
attachment point will not lead to the direct failure of an adjacent attachment
point.
c. Must register a peak force during homologation of no greater than 70kN.

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Furthermore, at least two of the three tethers must have attachment points which:
d. On the survival cell are separated from each other by at least 300mm in the
X−direction, measured between their centres.
e. On the gearbox are separated from each other by at least 250mm in the X−direction,
measured between their centres.
f. On each wheel/upright assembly are separated by at least 90° radially with respect to
the rotational axis of the wheel and 100mm measured between the centres of the two
attachment points.
Each Competitor must supply detailed geometries which clearly show that all of the three
tethers will independently prevent a wheel from making contact with a driver’s head during
an accident, with the secondary roll structure fitted, assuming 40% elongation in each tether.
14.4.3 Rear Impact Structure Tether
The rear impact structure should be attached to the gearbox case with a tether with a cross
sectional area of at least 20mm2, a minimum breaking strength of 24kN and a length of at
least 600mm. The attachment to the gearbox case should be ahead of XDIF=300, should be
able to accommodate the tether with a minimum bend radius of 6mm. This fixing should
withstand a load of 20kN in a rearward direction at up to 22.5° from the X−axis. The
attachment to the RIS should be behind XDIF=650, should be able to accommodate the tether
with a minimum bend radius of 6mm. This fixing should withstand a load of 20kN in a forward
direction.

14.5 Safety Harnesses


It is mandatory to wear a safety harness that has been homologated to FIA Standard
8853−2016. The safety harness must be used in accordance with the safety harness
manufacturer's instructions and must be securely fixed to the car. Approved harnesses are
listed in Technical List n°57.

14.6 Driver Cooling Systems


14.6.1 The driver cooling system is defined as a system, the sole purpose which, is to provide
additional cooling for the driver.
The driver cooling system may make use of the latent heat of vaporisation, or of sublimation,
of a substance.
14.6.2 No materials that could cause cold injuries (e.g. dry ice) may be stored within the cockpit.
14.6.3 Cooling suits or balaclavas must be homologated to relevant FIA Standards for Protective
Clothing and may only use coolants that are shown to be safe for exposure to skin.
14.6.4 Subject to the approval of the FIA, parts of the driver cooling system may be placed within
RV−CH−MID−STRUCT, in exception to Article 12.3.5, or within RV−COCKPIT−DRIVER, in
exception to Article 12.5.4.

14.7 Lateral Safety lights


All cars must be fitted with a lateral safety light on each side of the car.

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ARTICLE 15: MATERIALS

15.1 Definitions
15.1.1 Commercially Available material
A material that:
a. Is available on a non−exclusive basis and under normal commercial terms to all
Competitors.
b. Is not supplied to a specification tighter than the standards listed in Section 15.3 (where
applicable) with a primary aim of improving the baseline mechanical properties.
Additional specifications concerned with process control and/or quality control are
permissible.
c. Has no restrictions or agreements in place that prevents the supplier from openly
marketing it.
15.1.2 Shape Memory Material
A material that is configured to move reversibly between two (or more) different shapes
when it is subjected only to a non−mechanical uniform stimulus (thermal, electrical,
magnetic, optical, etc.), or exhibits a reversible phase change when subject to an applied
stress. For clarity, this does not include consequential geometric changes that result solely
from the effects of thermal expansion.
15.1.3 Foil Metallurgy
A process by which a material or component is made by the consolidation of metallic foils (by
co−forging, welding etc.) which increases the mechanical properties of the material with
respect to those of a bulk material. For this definition, a foil is considered a material with a
thickness of less than 1mm.
15.1.4 Metallic Materials Used for Additive Manufacture
A group of materials in powder form used for manufacturing near−net shape components
from a digital model processed in separate layers and joined by either selective melting,
bonding, or sintering.
15.1.5 X Based Alloy (e.g., Ni based alloy) – X must be the most abundant element in the alloy on a
%w/w basis. The minimum possible weight percent of the element X must always be greater
than the maximum possible of each of the other individual elements present in the alloy.
15.1.6 X−Y Based Alloy (e.g., Al−Cu based alloy) – X must be the most abundant element as in Article
5.16.1 above. In addition, element Y must be the second highest constituent (%w/w), after X
in the alloy. The mean content of Y and all other alloying elements must be used to
determine the second highest alloying element (Y).
15.1.7 Intermetallic Materials (e.g., TiAl, NiAl, FeAl, Cu3Au, NiCo) – These are materials where the
material is based upon intermetallic phases, i.e. the matrix of the material consists of greater
than 50%v/v intermetallic phase(s). An intermetallic phase is a solid solution between two or
more metals exhibiting either partly ionic or covalent, or metallic bonding with a long−range
order, in a narrow range of composition around the stoichiometric proportion.
15.1. 8 Composite Materials – These are materials where a matrix material is reinforced by either a
continuous or discontinuous phase. The matrix can be metallic, ceramic, polymeric or glass
based. The reinforcement can be present as long fibres (fibre length greater than 13mm) or
short fibres, whiskers and particles (discontinuous reinforcement). Nanoscale reinforced
materials are to be considered as composites. (a reinforcement is considered to be nanoscale
if any dimension of the reinforcement is less than 100nm)
15.1.9 Metal Matrix Composites (MMC’s) – These are composite materials with a metallic matrix
containing a minimum ratio of 0.5% volume/volume of other ceramic, metallic, carbon or

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intermetallic phase which is not soluble in the liquid phase at 100°C above the melting point
of the metallic matrix.
15.1.10 Ceramic Materials (e.g. Al2O3, SiC, B4C, Ti5Si3, SiO2, Si3N4) – These are inorganic, nonmetallic
solids.
15.1.11 Nanomaterials – These are purposely created objects that have one or more dimensions (e.g.,
length, width, height, diameter) which is less than 100nm. (100x10−9m) as defined in ISO
80004−1:2023.
15.1.12 Surface Texturing: Modification of a component surface to obtain a defined patterning to
enhance the tribological performance.
15.1.13 Coating: a covering that is applied to the surface of an object, referred to as the substrate.
15.1.14 Polymeric material: any thermoplastic or thermoset material.
15.1.15 The whole percentage range of an element, as declared in the applicable international
standard for a specific alloy, shall be inside all the limits set in these Technical Regulations.

15.2 General Principles


15.2.1 Materials used in the construction of the Formula One car – excluding the power unit − are
limited to those defined in article 15.3 and to the specific exceptions in article 15.5.
15.2.2 Materials and processes used or prohibited in the power unit are defined in Articles 15.7 to
15.10.
15.2.3 All materials used must be commercially available.
15.2.4 No parts of the car may be made from metallic materials that have a specific modulus of
elasticity greater than 40GPa / (g/cm3). Tests to establish conformity will be carried out in
accordance with FIA Test Procedure 03/03, a copy of which may be found in the Appendix to
the Technical and Sporting Regulations.
15.2.5 A Competitor or PU Manufacturer may submit a proposal to the FIA to add or to remove a
material from this article. The proposal should include mechanical characteristic, cost, and
supply considerations. The proposal will be considered by the TAC or PUAC after the
Competitors or PU Manufacturers have reviewed the proposal.
15.2.6 Materials that are a direct equivalent to permitted materials may be added by presenting
justification to the FIA, who may at its absolute discretion ask more information or tests to be
carried out to support the claim.
15.2.7 Competitors are required to make submissions of the materials that they will use on the car
as part of their annual homologation submission. These shall be listed according to the
categories in Article 15.3. This information will be compiled, anonymised, and circulated to
the relevant group.
15.2.8 Unless explicitly permitted otherwise for a specific application, only material approved by the
FIA Technical Department may be used on the power unit. The approval of the FIA Technical
Department is conditional upon the material concerned being available on a non−exclusive
basis and under normal and equivalent commercial terms to all PU Manufacturers. The
approval request form must be sent by the PU Manufacturer to the FIA before the 1st of
November of the preceding year. This information will be compiled, anonymised, and
circulated to all PU Manufacturers by the end of March of the same year.

15.3 Permitted Materials (Components Outside the PU Perimeter)


With the exception of materials specifically permitted for certain components, as listed in
Article 15.5, only the following materials may be used:
15.3.1 Metallic Materials – Not Used for Additive Manufacture
a. Iron Alloys: any

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b. Aluminium Alloys:
i. Cast Aluminium based alloys from the 2xx, 3xx, 4xx, 5xx and 7xx series.
ii. Wrought Aluminium based alloys from the 1xxx, 2xxx, 3xxx, 4xxx, 5xxx, 6xxx and
7xxx series containing less than 1% Lithium.
iii. 2050 with a chemical composition conforming to UNS A92050.
iv. 2055 with a chemical composition conforming to UNS A92055.
v. 2099 with a chemical composition conforming to UNS A92099.
c. Magnesium Alloys:
As defined under ASTM B107−13
i. UNS M18432, WE43B
ii. UNS M18434, WE43C
iii. UNS M18410, WE54A
iv. UNS M11800, AZ80A
d. Ni or Co based Superalloys:
i. UNS N06625; W.Nr.2.4856 Inconel 625
ii. UNS N07718; W.Nr.2.4668 Inconel 718
iii. UNS N07001; W.Nr.2.4654 Waspaloy
iv. UNS R30035; W.Nr2.4999 MP35N
v. UNS R30159 MP159
e. Titanium Alloys:
i. Low−alloy titanium alloys containing at least 97.5% Ti and less than 1% of any
other element.
ii. Grade 9 Ti3Al2.5V
iii. Grade 5; grade 23 TiAl6V4, Ti64
iv. UNS R54620, Ti6242, Ti6242Si
v. UNS R56260 Ti6246
vi. UNS R56410 Ti10−2−3
vii. UNS R58153 Ti15−3−3−3
viii. UNS R58640 Allvac 38−644
ix. Ti−5Al−5Mo−5V−3Cr Ti5553
x. Ti15Mo3Nb3Al0.2Si Timetal Ti21S
xi. Timetal Ti1100
xii. Ti 6Cr−5Mo−5V−4Al
f. Copper Alloys containing less than 2.5% Beryllium
g. Tungsten Alloys: any
h. Particulate Reinforced Aluminium Alloy Matrix Composite
i. SupremEX 225XE
ii. SupremEX 225XF
15.3.2 Metallic Materials Used for Additive Manufacture

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Components produced by additive manufacture can be made from materials in the following
list. A full list of applicable standards and criteria for acceptance of metals under the
provisions of Article 15.2.5 in this list is given in the Appendix to the Technical and Sporting
Regulations.
a. Aluminium Alloys; AlSi10Mg, AlSi7MG, Al Cl−30AL, P339 AM, EOS Aluminium 2139 AM,
Aheadd CP1
b. Aluminium Alloys with particulate reinforcing, A20X, 2024−RAM2, 6061−RAM2
c. Aluminium−Magnesium Alloys; Scalmalloy, HRL 7A77
d. Titanium Alloys; Grade 1, Grade 2, Ti6Al4V, Ti6AL4V ELI, Ti 5553, Ti 6242.
e. Steel Alloys; 316, 304, MS1, 15−5PH, 17−4PH.
f. Copper Alloys not containing Beryllium.
g. Superalloys; Inconel 625, Inconel 718, Cobalt−Chrome.
Furthermore, the finished mass of a component made by additive manufacture should be no
less than 60% of the mass of the printed component, excluding support structures.
15.3.3 Permitted Polymer Composite Materials
a. Matrix Systems: the matrix system utilised in all polymer composite materials must be
based on one of the following:
i. Epoxy
ii. cyanate ester
iii. bismaleimide
iv. phenolic
v. polyurethane
vi. polyester
vii. Thermoset resins not derived from petrochemicals – subject to approval.
viii. Thermoplastic materials
b. Reinforcing: reinforcing is permitted using the following materials:
i. Carbon fibres manufactured from polyacrylonitrile (PAN) precursor, which have:
− A nominal tensile modulus ≤ 550GPa
− A nominal tensile strength ≤ 7100 MPa (i.e. up to and including that of Toray
T1100 or Mitsubishi MR70)
− A density ≤ 1.92 g/cm3
iii. Aramid fibres.
iv. Poly(p−phenylene benzobisoxazole) fibres (e.g. “Zylon”).
v. Polyethylene fibres.
vi. Polypropylene fibres.
vii. Glass fibres.
viii. Natural Fibres (i.e. flax, hemp, linen, cotton, bamboo)
c. Core Materials:
i. Aluminium Honeycomb
ii. Meta−Aramid Honeycomb (e.g. Nomex or equivalent)
iii. Para−Aramid Honeycomb (e.g. Kevlar)
iv. Polymer foams

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v. Polymer syntactic foams
vi. Balsa wood
15.3.4 Permitted Polymer Materials
In addition to materials permitted in 15.3.3, the following polymer materials are permitted:
a. Thermoplastics – monolithic or particulate filled.
b. Thermosets – monolithic or particulate filled.

15.4 Specific Prohibitions and Restrictions (Components Outside the PU Perimeter)


15.4.1 Notwithstanding the list of permitted materials in Article 15.3, the following materials or
processes are forbidden:
a. Metal Matrix Composites, except where allowed under article 15.3.2.
b. Shape Memory Materials except for piezoelectric materials used in electrical sensors.
c. Additive manufactured materials containing Beryllium.
15.4.2 Notwithstanding the list of permitted materials in Article 15.3, the following materials or
processes are forbidden unless listed in Article 15.5:
a. Alloys where the combined weight of Platinum, Ruthenium, Iridium, Rhenium and Gold
is more than 5%
b. Components produced by foil metallurgy.
c. Intermetallic alloys.
15.4.4 Suspension uprights may only be made from:
i. wrought UNS A92014, UNS A92618, UNS A97075 or EN/AA 7022 aluminium alloys
ii. wrought or cast titanium alloys permitted by 15.3.2.e.
iii. particulate reinforced aluminium alloy matrix composites permitted by 15.3.1.h.
iv. additive manufactured titanium permitted by 15.3.2.d
v. additive manufactured aluminium permitted by 15.3.2.a or 15.3.2.b
15.4.5 The Primary Roll Structure may only be made from materials with an elongation at break of
no less than 10%.

15.5 Specific Exceptions (Components Outside the PU Perimeter)


The following materials, components or processes do not have to comply with articles 15.2 or
15.3 but may be subject to restrictions elsewhere in these regulations:
a. Monolithic Ceramic Materials may be used for; rolling elements of rolling−element
bearings, high−pressure fuel pumps elements, electrical components, thermal
insulation, clutch friction materials and spherical bearings.
b. Ceramic Matrix Composites may be used for; friction materials, seals and thermal
insulation.
c. Carbon−carbon composites may be used for friction materials.
d. Materials used in any electrical component (e.g. control boxes, wiring looms, sensors).
e. All seals and rubbers (e.g. rubber boots, o−rings, gaskets, any fluid seals, bump
rubbers).
f. Fluids (e.g. water, oils).
g. Tyres.

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h. Coatings and platings (e.g. DLC, chroming) whose primary purpose is not thermal or
electrical insulation and provided the total coating thickness does not exceed 25% of
the section thickness of the underlying base material in all axes. In all cases, the
relevant coating must not exceed 0.8mm.
i. Paint.
j. Adhesives.
k. Thermal insulation (e.g. felts, reflective foils or heat shields).
l. Any currently regulated materials (e.g. fuel bladder, headrest, extinguishant, padding or
plank).
m. Materials used in any component that is supplied to an FIA Single Supply Contract.
n. Z−pinning is allowed in composite components.
o. Nano particles are permitted when part of a commercially available polymer or polymer
resin.
p. UNS R30006 (Stellite 6 − Cast), UNS R30106 (Stellite 6 − Sintered), UNS R30016 (Stellite
6 − Wrought) and UNSR30012 (Stellite 12) may be used on or above Z=0 (i.e. not in
RV−PLANK)
q. Particulate reinforced aluminium alloy matrix composite SupremEX 225XE or
SupremEX 225XF may be used in suspension uprights.

15.6 Prescribed and Homologated Laminates (Components Outside the PU Perimeter)


The following are the prescribed laminates referred to in other articles of these regulations.
15.6.1 The materials referred to in Article 15.6.2 are defined below:
a. CC200 – Woven carbon cloth, fibre weight 200gsm, epoxy prepreg.
b. CC100 – Woven carbon cloth, fibre weight between 50gsm and 150 gsm, epoxy prepreg
c. KC60 – Woven aramid cloth, fibre weight 60gsm, epoxy prepreg
d. KC170 − Woven aramid cloth, fibre weight 170gsm
e. R135 – 135gsm elastomeric material
f. R350 – 350gsm elastomeric material
g. CC280UHS − Woven carbon cloth, fibre weight 280gsm, Ftu > 6500MPa, epoxy prepreg
15.6.2 The prescribed laminates in use throughout the Technical Regulations are listed below:
a. PL−HALO: [KC60, CC100, KC60] stacking sequence is free.
b. PL−ANTI−SPLINTER may be one of the three specifications listed below:
i. Laminate Type A – a laminate where more than 50% by weight of the reinforcing
is: aramid, poly(p−phenylene benzobisoxazole) (e.g. “Zylon”), polyethylene,
polypropylene or natural fibres. In this case, no additional precautions are
required.
ii. Laminate Type B – Laminates not covered by A and with areal weight of
reinforcing up to 1000gsm: [B/2, R135, B/2] where B/2 is half the laminate ± 1 ply.
iii. Laminate Type C – Laminates not covered by A and with areal weight of
reinforcing is greater than 1000gsm: [C/2, R350, C/2] where C/2 is half the
laminate ± 1 ply.
c. PL−HEADREST: [KC60, KC60]
15.6.3 The homologated laminates used in the Survival Cell are listed below. Representative panels
must resist the specified load when it is applied through a rigid pad measuring 100mm x

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130mm. Details of the test procedure are given in the Annexe to this Article. The construction
of these panels is OSC.
a. HL−FWD−SC:
A representative test panel must resist an intrusion load of 325kN.
b. HL−COCKPIT−SIDE:
A representative test panel must resist an intrusion load of 440kN.
c. HL−COCKPIT−FLOOR:
A representative test panel must resist an intrusion load of 325kN.
d. HL−FC−SIDE:
A representative test panel must resist an intrusion load of 325kN.

15.7 Materials, processes and construction – General (Components inside the PU


Perimeter)
15.7.1 Unless explicitly permitted for a specific application, the following materials may not be used
on the power unit:
a. Magnesium based alloys.
b. Metal Matrix Composites (MMC’s) containing more than 2.0% volume/volume of other
ceramic, metallic, carbon or intermetallic phase which is not soluble in the liquid phase
at 100°C above the melting point of the metallic matrix.
c. Intermetallic materials.
d. Alloys containing more than 5% by weight of Platinum, Ruthenium, Iridium or Rhenium.
e. Copper based alloys containing more than 2.2% Beryllium
f. Any other alloy class containing more than 0.25% Beryllium.
g. Tungsten base alloys.
h. Ceramics and ceramic matrix composites.
i. Aluminium based alloys containing more than 1.0% weight Lithium (Li).
j. Materials which at least one element during production is a nanomaterial.
k. Thermal insulation containing unbound nanomaterials.
l. Material with a density exceeding 18,400 kg/m3.
m. Aluminium based alloys containing more than 1.0% weight Silver (Ag).
n. Polymer composite material not listed in 15.3.3 except Metallic reinforced polymer.
15.7.2 For coatings, the restrictions in Article 15.7.1 do not apply to coatings provided the total
coating thickness must not exceed 25% of the section thickness of the underlying base
material in all axes.
In all cases, other than under Article 15.7.3(b), the relevant coating must not exceed 0.8mm.
Where the coating is based on Gold, Platinum, Ruthenium, Iridium or Rhenium, the coating
thickness must not exceed 0.035mm.
Graphene is not permitted in any coating.
15.7.3 The restrictions in Article 15.7.1(h) do not apply to the following applications:
a. Any component whose primary purpose is for electrical or thermal insulation.
b. Any coating whose primary purpose is for thermal insulation of the outside of the
exhaust system.

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15.7.4 For Aluminium-based alloy, in addition to the restrictions in article 15.7.1(b), TiB2 is only
permitted up to a maximum of 0.3% v/v. Additionally AMS 4471A, AMS 4482 and AMS 7033
are authorized.
15.7.5 The creation of a textured surface using an energy beam (e.g., electron or laser beam) or
photo-chemical etching may not be used on the power unit, except for part marking
purposes.
15.7.6 For all seals and rubbers, the restrictions in Article 15.7.1 do not apply (e.g., rubber boots,
O-rings, gaskets, any fluid seals, bump rubbers).
15.7.7 An approach aiming to respect the REACH and ROHS standards shall be actively pursued by
the manufacturers.

15.8 Materials and construction – Components (Components inside the PU Perimeter)


15.8.1 Pistons must be produced from one of the following iron-based alloys: AMS 6487, 15cdv6,
42CrMo4, X38CrMoV5-3.
15.8.2 Piston pins must be manufactured from an iron-based alloy and must be machined from a
single piece of material.
15.8.3 Connecting rods must be manufactured from iron or titanium-based alloys and must be
machined from a single piece of material with no welded or joined assemblies (other than a
bolted big end cap or an interfered small end bush).
15.8.4 Crankshafts must be manufactured from an iron-based alloy.
No welding is permitted between the front and rear main bearing journals.
Crank counterweights assembled to the crankshaft may be manufactured in a Tungsten
based material.
15.8.5 Camshafts must be manufactured from an iron-based alloy.
Each camshaft and lobes must be machined from a single piece of material.
No welding is allowed between the front and rear bearing journals.
15.8.6 Valves must be manufactured from TiAl intermetallic materials or from alloys based on Iron,
Nickel, Cobalt, Titanium. Hollow valves (e.g., sodium, or similar, filled for cooling) are
permitted for the exhaust only, but the main cavity created must be a cylindrical feature of
constant diameter. Machined features to facilitate manufacture and assembly are allowed
above and below the main cavity, however such features must not create a volume that
extends beyond a virtual plain cylinder positioned on the valve centreline with a diameter
which is 1.0 mm greater than that of the main cavity.
In addition, the restrictions detailed in Articles 15.7.2 and 15.2.4 do not apply to the intake
and exhaust valves.
15.8.7 Reciprocating and rotating components:
a. Reciprocating and rotating components must not be manufactured from graphitic
matrix, metal matrix composites or ceramic materials, this restriction does not apply to
the clutch discs and any seals.
b. Rolling elements of rolling element bearings must be manufactured from an iron-based
alloy or from a ceramic material.
c. All timing gears between the crankshaft and camshafts (including hubs) must be
manufactured from an iron-based alloy.
d. High pressure fuel pump elements may be manufactured from a ceramic material.
e. Torsional damper elements may be manufactured in a Tungsten based material.
15.8.8 Static components:

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a. Other than inserts within them, engine crankcases including sump, cylinder heads and
cylinder head cam covers must be manufactured from aluminium or iron-based alloys.
b. On the crankcase including sump, cylinder head and cylinder head cam cover,
composite or metallic materials are permitted for local repairs to components following
damage or failure and after consultation with all PU manufacturers. The total area
should in any case not exceed 100cm2 and the thickness is limited to 3mm. Composite
repairs must not be present on the components used during the following
Championship season.
c. Any metallic structure whose primary or secondary function is to retain lubricant or
coolant within the engine must be manufactured from an iron-based alloy or an
aluminium alloy.
d. All threaded fasteners must be manufactured from Waspaloy, Rene 41, Inconel 718,
A286, PH 13-08Mo, 35NiCrMo16, 30NiCrMo16, AISI H11, 17-4PH, 42CrMo4 or any steel
covered by the ISO 898-1 and ISO 898-2. Additional materials are authorized for the
following three functions:
i. Fasteners whose primary function requires them to be an electrical insulator may
be manufactured from ceramic or polymeric materials.
ii. Fasteners that are used in electronic control units may be manufactured from
aluminium or copper-based alloys or polymeric (plastic) materials.
iii. Fasteners used between the cylinder head and crankcase, crankcase upper and
lower, conrod and crankshaft counterweight bolts may be manufactured from
AMS5758, AMS5844, AMS5845 and AMS5937 materials.
e. Valve seat inserts, valve guides and any other bearing component may be
manufactured from metallic infiltrated pre-forms with other phases which are not used
for reinforcement.
f. Ballast may be manufactured in a Tungsten based material.
g. Only one cylinder head is permitted for each bank and each cylinder head must be
made from a single piece of material with the exception of inserts defined in Article
5.3.7 and must include inlet ports, exhaust ports and all water cores and/or water
passages above the top deck.
h. The plenum must be made from polymer composite material with the exception of
inserts.

15.9 Materials and construction – Pressure charging and exhaust systems (Components
inside the PU Perimeter)
15.9.1 All components of the Engine exhaust system, turbine, turbine housing and wastegate exit
housing that are in contact with the main exhaust gas flow must be manufactured from an
Iron or Nickel based alloy.
15.9.2 Static components that are neither in the exhaust system nor in the compressor line must be
manufactured from iron-based alloys, aluminium alloys or titanium alloys.
15.9.3 The restrictions detailed in article 15. 7.1 i) do not apply to the compressor housing (from
compressor inlet to compressor outlet(s)) which must be manufactured from aluminium-
based alloy containing up to 2.5% weight Lithium.
15.9.4 The restrictions detailed in article 15.7.1 i) do not apply to the compressor wheel, which must
be manufactured from aluminium-based alloy containing up to 2.5% weight Lithium or from
Titanium.
15.9.5 Measures must be taken to ensure that in the event of failure of the turbine wheel any
resulting significant debris is contained by and within the turbine housing, except in the case
of an axial failure where this debris must be contained within the turbine housing and/or
tailpipe assembly.

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15.9.6 Nickel Alloys limited to Inconel 625, 625 LCF and 718 on the exhaust primaries / secondaries /
flange / brackets / turbine housing
15.9.7 Additive manufacture is only permitted in three areas within the exhaust assemblies as
defined in 5.1.20 (see drawing 8 in Appendix 2 is a representation of these constraints,
included for reference only):
a. One stub/flange element per primary at the connection to the cylinder head. The
maximum dimension of this additive element in any direction is 150mm.
b. One 3-into-1 element per bank joining the primaries to the secondary. The maximum
dimension of this additive element in any direction is 230mm.
c. One connection between the secondary and the TC per bank. The maximum dimension
of this additive element for transition to TC and wastegate mounting in any direction is
150mm.
15.9.9 exhaust insulation may not use ceramic matrix composite (CMC) or polymer composite
material (PMC).

15.10 Materials and construction – Energy recovery, storage systems and electronic
systems (Components inside the PU Perimeter)
15.10.1 All metallic casings for the energy recovery and storage systems must be manufactured in
aluminium-based alloy and must comply with all aspects of Article 15.7 except for power
electronic cooling base plate where metal matrix composite may be used.
15.10.2 All casings for electronic systems, including break up boxes, with exception of the ERS and
storage system must be manufactured from polymeric material or aluminium based alloys.
15.10.3 Energy storage devices are not subject to Articles 15.7.1a), b), c) and h) nor to 15.7.2.
15.10.4 Permanent magnets in electrical machines are not subject to Articles 15.7.1 a), b), c) or h) nor
to Article 15.7.2.
15.10.5 Soft electromagnetic materials used in electrical machines are not subject to Articles 15.7.1
a), b), c) or h) nor to Article 15.7.2. Cobalt concentration is limited to 10% on soft magnetic
alloys. Concentration up to 49% is permitted providing that all end-of-life cobalt is recycled.
In addition, any cobalt used must come from an ethical source.
15.10.6 Electronic components contained inside electronic units are not subject to any material
restriction.
15.10.7 ES Cells materials are not subject to Article 15.7.1 j).

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ARTICLE 16: FUEL AND ENGINE OIL

16.1 Basic principles


16.1.1 The purpose of this Article is to ensure that the fuel and engine oil used in Formula One
correspond to what these terms are generally understood to mean.
16.1.2 With regard to fuel, the detailed requirements of this Article are intended to ensure the use
of Advanced Sustainable (AS) fuels comprising solely AS components, that are composed of
certified compounds and refinery streams and fuel additives and to prohibit the use of
specific power-boosting chemical compounds. Co-processing of these certified compounds or
refinery streams is not permitted. All AS components and fuels must be segregated from non-
sustainable components and fuels at all times. The final, blended fuel must achieve a
greenhouse gas (GHG) emissions savings, relative to fossil-derived gasoline, of at least that
defined for the transport sector in the EU Renewable Energy Directive RED(1), which was
current on January 1st in the year prior to the relevant Formula One Championship. The GHG
savings calculation takes into account any net carbon emissions from land-use change, the
energy used in harvesting and transporting the biomass and the production and processing of
the advanced sustainable component. In any process where sustainable energy is used, this
must be surplus to the local domestic requirements. Where available, GHG emission savings
will be taken from the current EU Renewable Energy Directive (RED) or other equivalent,
internationally recognised sources. The use of these compounds and refinery streams in F1
fuel will be dependent on evidence indicating that the supplier is genuinely developing these
compounds for use in commercial fuels and that they are available from plants capable of
producing at least 5m3 per year or are commercially available at similar volumes from a third
party. Acceptable compounds and compound classes are defined in 16.2 and 16.4.3. In
addition, to cover the presence of low-level impurities, the sum of components lying outside
the 16.2 and 16.4.3 definitions are limited to 1% max m/m of the total fuel.
Article 29, Section 10(c) of Directive (EU) 2018/2001 for biofuels, and Article 25, Section 2
(1)

for RFNBO
16.1.3 Only approved fuel (Article 16.5) may be released into the engine combustion chamber by
the fuel injector (5.1.12).
16.1.4 Only ambient air may be mixed with the fuel as an oxidant.
16.1.5 The function of an engine oil is to lubricate moving parts, to improve the overall efficiency of
the engine by reducing friction and to reduce wear. It also cleans, inhibits corrosion, improves
sealing, and cools the engine by carrying heat away from moving parts. Engine oils should not
enhance the properties of the fuel nor energize the combustion. The presence of any
component that cannot be rationally associated with the defined functions of the engine oil
will be deemed unacceptable.
16.1.6 Any fuel or engine oil, which appears to have been formulated in order to subvert the
purpose of this regulation, will be deemed to be outside it.
16.1.7 All Competitors must be in possession of a Material Safety Data Sheet for each type of fuel or
engine oil used. This sheet must be made out in accordance with EC Directive 93/112/EEC
and all information contained therein strictly adhered to.

16.2 Definitions
16.2.1 Paraffins Straight chain and branched alkanes.
16.2.2 Olefins Straight chain and branched monoolefins and diolefins.
Monocyclic monoolefins (with five or more carbon atoms in the ring) with or without
paraffinic side chains.
16.2.3 Diolefins Straight chain or branched or monocyclic hydrocarbons (with five or more carbon
atoms in any ring) with or without paraffinic side chains, containing two double bonds per
molecule.

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16.2.4 Naphthenes Monocyclic alkanes (with five or more carbon atoms in the ring) with or without
paraffinic side chains.
16.2.5 Aromatics Monocyclic and bicyclic aromatic rings with or without paraffinic side chains.
16.2.6 Oxygenates Organic compounds containing oxygen.
16.2.7 Additive An additive is a component added to the fuel at low concentration to improve a
particular property of the fuel. These include (but are not limited to) antioxidants, antiknock
agents, antistatic additives and deposit control additives.
16.2.8 Advanced Sustainable component An Advanced Sustainable (AS) Component is one that is
certified to have been derived from a renewable feedstock of non-biological origin (for
example, a RFNBO), municipal waste, or non-food biomass. Such biomass includes, but is not
limited to, lignocellulosic biomass (including sustainable forest biomass), algae, agricultural
residues or waste, and dedicated non-food energy crops grown on marginal land unsuitable
for food production. RFNBOs are considered renewable when the hydrogen component is
produced in an electrolyser that uses new renewable electricity generation capacity. Pre-
commercial plants producing RFNBOs do not need to use electricity from new renewable
electricity generating capacity. Pre-commercial plants, producing AS fuel or AS fuel
components, may use renewable energy certificates and/or low-carbon hydrogen
guarantees-of-origin certificates to improve their GHG emission reduction. Biocomponents
from food crops can be regarded as an advanced sustainable component only if they have
already fulfilled their food purpose (e.g. waste vegetable oil because it has already been used
and is no longer fit for human consumption). Furthermore, the biomass, from which the
advanced sustainable component was made, must not originate from land with high
biodiversity such as undisturbed primary forest or woodland, land designated for nature
protection or highly biodiverse grassland, and were in this state in or after January 2008.
Additionally, the biomass must not originate from any land with high-carbon stock such as
wetlands and peatlands.
16.2.9 Metals are defined as alkali metals, alkaline earth metals, transition metals, actinides,
lanthanides, post-transition metals and metalloids.
16.2.10 Alkali Metals Group 1 elements, excluding hydrogen.
16.2.11 Co-processing is the procedure of processing feedstocks blended of sustainable and non-
sustainable origin.
16.2.12 Denaturant in this instance is a toxic and/or unpalatable adulterant added to ethanol making
it unsuitable for human consumption.
16.2.13 A Pre-commercial plant is one that has a total maximum production capacity of all AS
products of 40,000m3 per year.
16.2.14 Municipal Waste is household waste and waste similar in nature and composition to
household waste. For the purposes of this article, only solid, non-toxic, non-hazardous waste
material that cannot be re-used, re-covered or recycled, meeting the principles of the waste
hierarchy, is considered suitable source material for AS components or AS fuel production.

16.3 Fuel properties


The only fuel permitted is petrol having the following characteristics:
Property Units Min Max Test Method
RON 95.0(1) 102.0(1) ISO 5164/ ASTM D2699
Sensitivity (RON-MON) 15.0(1) ISO 5164/ ASTM D2699
ISO 5163/ ASTM D2700
LHV MJ/kg 38.0 41.0 GC
Density (at 15oC) kg/m3 720.0 785.0 ISO 12185/ ASTM D4052
Methanol (2) % v/v 3.0 EN 1601 or EN 13132 or
EN ISO 22854

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Oxygen wt% 6.70 7.10 Elemental Analysis
Nitrogen mg/kg 500 ASTM D 5762
Benzene wt% 1 GCMS
DVPE kPa 45 68 EN130161
Lead mg/l 5 ASTM D 3237 or ICPOES
Manganese mg/l 2 ASTM D 3831 or ICPOES
Metals (excluding alkali metals) mg/l 5 ICPOES
Oxidation Stability minutes 360 ASTM D 525
Sulphur mg/kg 10 EN ISO 20846
Electrical conductivity pS/m 200 ASTM D 2624
Distillation Characteristics:
At E70oC % v/v 20.0 52.0 ISO 3405/ ASTM D86
At E100oC % v/v 40.0 80.0 ISO 3405/ ASTM D86
At E150oC % v/v 75.0 ISO 3405/ ASTM D86
Final Boiling Point o
C 210 ISO 3405
Distillation Residue %v/v 2 ISO 3405
(1) A correction factor of 0.2 for MON and RON shall be subtracted for the calculation of the final result in
accordance with EN 228: 2012
(2) A stabilising agent must be added
The fuel will be accepted or rejected according to ASTM D 3244 with a confidence limit of
95%.

16.4 Composition of the fuel


16.4.1 The composition of the petrol must comply with the specifications detailed below:
Component Units Min Max Test Method
Aromatics wt% 40 GCMS
Olefins wt% 17 GCMS
Total diolefins wt% 0.1 GCMS

Total styrene and alkyl derivatives wt% 0.1 GCMS


In addition, the fuel must contain no substance which is capable of exothermic reaction in the
absence of external oxygen.
16.4.2 The total of individual hydrocarbon components present at concentrations of less than 5%
m/m of the total fuel must be at least 30% m/m of the hydrocarbon component of the fuel.
16.4.3 The only oxygenates permitted are paraffinic monoalcohols and paraffinic monoethers with a
final boiling point below 210°C.
16.4.4 An additive package from non-sustainable sources, comprising additives (as defined in Article
16.2.7), and denaturants (as defined in Article 16.2.12) from non-sustainable sources may be
used, at a total combined concentration of no more than 1.0% m/m of the blended fuel. The
presence of any non-sustainable component that cannot be rationally associated with the
defined functions of the additive package or the denaturant will be deemed unacceptable.

16.5 Fuel approval


16.5.1 Before any fuel may be used in the Formula One Championship:
a. The supplier must comply with the requirements set in Appendix 4, Paragraph 1.2 of
the Technical Regulations.

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b. Two separate five litre samples, in suitable containers, must be submitted to the FIA for
analysis and approval.
c. Certification must be presented to the FIA, from a recognised body, assuring the origin
and the calculated GHG reduction of each AS compound and AS refinery stream
blended into any Formula One fuel blend submitted to the FIA for approval.
d. The fuel must be shown to be compatible with the fuel bladder and seal materials used
by all Competitors or PU Manufacturers that will be using the fuel by passing the
tests specified in The Appendix to the Technical and Sporting Regulations.
16.5.2 No fuel may be used in a Competition without the prior written approval of the FIA.

16.6 Fuel sampling and testing at a Competition


16.6.1 All samples will be taken in accordance with the FIA Formula One fuel sampling procedure, a
copy of which may be found in the Appendix to the Technical and Sporting Regulations.
16.6.2 Fuel density will also be checked and must be within 0.15% of the figure noted during
preapproval analysis.
16.6.3 Fuel samples taken during a Competition will be checked for conformity by using a gas
chromatographic technique, which will compare the sample taken with an approved fuel.
Samples which differ from the approved fuel in a manner consistent with evaporative loss,
will be considered to conform. However, the FIA retains the right to subject the fuel sample
to further testing at an FIA approved laboratory.
16.6.4 GC normalised peak areas of the sample will be compared with those obtained from the
reference fuel. Variations in any given normalised peak area (relative to those of adjacent
peaks of a similar size) which are greater than 12%, or an absolute amount greater than
0.10% for compounds present at concentrations below 0.8%, will be deemed not to comply.
If a peak is detected in a fuel sample that was absent in the corresponding reference fuel, and
its peak area represents more than 0.10% of the summed peak areas of the fuel, the fuel will
be deemed not to comply.
If the deviations observed (above) by GC indicate that they are due to mixing with
another Formula One fuel, which has been approved by the FIA for use by the team, the fuel
sample will be deemed to comply, provided that the adulterant fuel is present at no more
than 10% in the sample. Any systematic abuse of mixed fuels will be deemed not to comply.

16.7 Engine oil definitions


Engine oil (serving the purpose stated in Article 16.1.4) must comprise base oils and additives
as defined below.
Base Oil General:
a. A base oil is a base stock or blend of base stocks.
b. A base stock is a lubricant component that is produced by a single manufacturer. Base
stocks may be manufactured using a variety of different processes including but not
limited to distillation, solvent refining, hydrogen processing, oligomerization,
esterification, and rerefining.
All base stocks are divided into five general categories:
a. Group I base stocks contain less than 90 percent saturates and/or greater than 0.03
percent sulphur and have a viscosity index greater than or equal to 80 and less than 120
using the test methods specified in the table below.
b. Group II base stocks contain greater than or equal to 90 percent saturates and less than
or equal to 0.03 percent sulphur and have a viscosity index greater than or equal to 80
and less than 120 using the test methods specified in the table below.

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c. Group III base stocks contain greater than or equal to 90 percent saturates and less
than or equal to 0.03 percent sulphur and have a viscosity index greater than or equal
to 120 using the test methods specified in the table below.
d. Group IV base stocks are polyalphaolefins (PAO).
e. Group V base stocks include all other base stocks not included in Group I, II, III, or IV.
The Analytical Methods for Base Stock are defined below:

Property Test Method


Saturates ASTM D2007
Viscosity index ASTM D2270

ASTM D1552
Sulfur ASTM D2622
(use one listed ASTM D3120
method) ASTM D4294
ASTM D4927

Additives are defined as the chemical compounds added to the base oil in
small concentrations in order to improve the performance characteristics of the engine oil.

16.8 Engine oil properties


The engine oil must comply with the following characteristics:
Property Units Min Max Test Method
Kinematic Viscosity (100 C) o
cSt 2.8 ASTM D445
HTHS Viscosity at 150oC and
mPa.s 1.4 ASTM D4741
Shear Rate of 106 s1
Initial Boiling Point o
C 210 ASTM D7500
Flashpoint o
C 93 ASTM D3828

The oil will be accepted or rejected according to ASTM D 3244 with a confidence limit of
95%.

16.9 Composition of the engine oil


16.9.1 In the event that the initial boiling point test (ASTM D7500) suggests the presence of
compounds with a boiling point of less than 210°C the sample will be further analysed by
GCMS. The total of any components with boiling points less than 210°C must not exceed 0.5%
m/m.
16.9.2 The engine oil must not contain any organometallic petrol additives or other octane boosting
petrol additives.

16.10 Engine oil approval


16.10.1 Before any engine oil may be used in the Formula One Championship:
a. The supplier must comply with the requirements set in Appendix 4, Paragraph 1.2 of
the Technical Regulations.

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b. Two separate one litre samples, in suitable containers, must be submitted to the FIA for
analysis and approval.
16.10.2 No engine oil may be used in a Competition without the prior written approval of the FIA.
16.10.3 In addition to the engine oils approved for use in a Competition, one type of dyno engine oil
may be approved by the FIA.

16.11 Sampling and testing at a Competition


16.11.1 Each Competitor must declare, prior to every Competition, which oil will be used in each of
their engines during the Competition.
16.11.2 For reference purposes, before any oil may be used at a Competition, a sample must be
submitted to the FIA together with the oil reference number.
16.11.3 Engine oil samples taken during a Competition will be checked for conformity by using a
Fourier transform infrared (FTIR) technique, which will compare the sample taken with that
submitted at the start of the Competition. Samples which differ from the reference engine oil
in a manner consistent with fuel dilution, engine fluids contamination and oil ageing as a
result of normal engine operation, will be considered to conform. Samples which differ from
the reference engine oil in a manner consistent with the mixing with other engine oils, which
have been approved by the FIA for use by the team at a Competition, will be deemed to
comply, provided that the adulterant oils are in total present at no more than 10% in the
sample. This tolerance will also be applicable for the mixing with the approved dyno engine
oil but only for a new engine during the competition at which it is first used. However, the FIA
retains the right to subject the oil sample to further testing at an FIA approved laboratory.

16.12 Recycling of Engine Oil


16.12.1 All used engine oils must be collected for recycling.

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ARTICLE 17: COMPONENTS’ CLASSIFICATION

17.1 Definitions
In this Article 17:
“Associate” means, with respect to a Competitor in the Championship (and any entity
representing that Competitor):
a. any other person or entity (including any corporate or unincorporated body) that
(directly or indirectly):
i. owns share capital or business assets of the Competitor; or
ii. has the power to exercise voting rights in relation to the Competitor; or
iii. has the power to appoint members of the supervisory board, board of directors or
bodies legally representing the Competitor; or
iv. has the power to conduct the affairs of the Competitor by constitutional
documents or agreement or otherwise; and
b. any other person or entity in the same legal group structure as the Competitor from
time to time; and
c. any agent, contractor (or sub−contractor) or other person or entity (including any
corporate or unincorporated body) that is set up or used by a Competitor to circumvent
the requirements of this Article 17.
“Outsourcing” means procuring goods or services by contract with an external supplier.
“Design Specification” means, in respect of a component all design (including
three−dimensional geometry, tolerances, materials, surface finishes and design standards),
manufacturing, installation and operational information related to that component.
And for the purposes of these Technical Regulations, including in this Article 17:
"Intellectual Property" means:
a. patents, rights to inventions, designs, copyright and related rights, database rights,
trade marks and trade names, rights in get−up and related goodwill and the right to sue
for passing off or unfair competition (in each case whether registered, registerable or
unregistered);
b. proprietary rights in domain names;
c. rights to use, and protect the confidentiality of, trade secrets, know−how and
confidential information;
d. applications, and rights to apply for and be granted registrations, including extensions
and renewals of, such rights; and
e. all other rights of a similar nature or having an equivalent effect anywhere in the world.

17.2 General Principles


17.2.1 Classification:
a. Subject to Article 17.2.1 (d), all components used in Formula One cars and all
equipment used to support a Competitor’s operations during a Championship shall be
classified as a Listed Team Component (LTC), a Standard Supply Component (SSC), a
Transferable Component (TRC), a Defined Specification Component (DSC), or an Open
Source Component (OSC), each as defined in Article 17.3−17.7 (inclusive).
b. Unless otherwise specified, such components/equipment will be classified as LTC.
c. All Aerodynamic Components described in Article 3 of these Technical Regulations are
LTC, unless specifically defined as SSC or OSC.

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d. Power Unit components shown as “INC” in the column “Definitions – Article 5.1.2” of
the table in Appendix 3 of the Technical Regulations do not fall under any of the four
categories set out in this Articles 17.
e. In cases of doubt, the FIA should be consulted and shall determine the classification of a
particular component or piece of equipment, should that differ from the default
classification mentioned in Article 17.2.1(b) above.
17.2.2 For the purposes of the remaining provisions of this Article 17, any reference to any
Competitor shall include (a) any Associate of such Competitor; and (b) any external entity (i)
working on behalf of a Competitor or (ii) working for its own purposes and subsequently
providing the results of its work to a Competitor.
17.2.3 For the purposes of the remaining provisions of this Article 17, any reference to a
“component” may also refer to complete assemblies.
17.2.4 No Competitor may use movement of personnel (whether employee, consultant, contractor,
secondee or any other type of permanent or temporary personnel) with another Competitor,
either directly or via an external entity, for the purpose of circumventing the requirements of
this Article 17.
17.2.5 From time to time the FIA may request that a competitor shares certain information in
connection with this Article 17 with the FIA (a) so that the FIA may share with the other
competitors for safety reasons only, or (b) to assist the FIA in considering future amendments
to the Technical Regulations, subject in each case to receiving the appropriate undertaking of
confidentiality from the FIA.
17.2.6 Except as otherwise expressly permitted by these Technical Regulations or by the FIA, no
competitor may directly or indirectly disclose or transfer any Intellectual Property to another
competitor that is reasonably likely to impact upon the performance of the receiving
competitor, and no competitor may directly or indirectly obtain (by any means) the same
from another competitor.
17.2.7 Where a Competitor is made responsible under these Technical Regulations for raising any
issues of safety, incompatibility and/or reliability of a component that it uses on its car, it
shall not make any claim against any other party that is inconsistent with that responsibility.
17.2.8 Competitors may make available to other Competitors test facilities and equipment such as
(but not limited to) wind tunnels or dynamometers. The Intellectual Property involved in the
operation of such shared facilities may be used by and/or disclosed to the sharing party but
the results of any experimental or test work carried out on such facilities may only be used by
the originator of the work. Where facilities are shared, robust processes must be put in place
to ensure there is no transfer of Intellectual Property through common personnel and that all
data can only be accessed by the originator of the work. Any such sharing of facilities must be
declared to the FIA with a full description of the work that will be carried out, and also of the
processes that will be put in place in order to avoid an exchange of information that could
lead to the transfer of knowledge leading to the performance enhancement of an LTC (as
required by Article 17.3.4), or a TRC (as required by Article 17.5.8) or an OSC (as required by
Article 17.6.11).

17.3 Listed Team Components (LTC)


17.3.1 “Listed Team Components” (LTC) are components whose design, manufacture and
Intellectual Property is owned and/or controlled by a single Competitor or its agents on an
exclusive basis (including, without limitation, the components identified as such in Appendix
6).
17.3.2 A Competitor may only use LTC in its Formula One cars that it has designed (including, for the
avoidance of doubt, its three−dimensional shape and the evolution history leading to it, any
preliminary designs, simulations, wind tunnel tests, and analysis) and manufactured itself.
However, this does not prevent the Competitor Outsourcing any R&D, engineering and/or
CAD design and/or the manufacture of any LTC to a third party (including, for the avoidance
of doubt, an Associate of such Competitor) provided that:

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a. the Competitor retains the exclusive right to use the LTC in Formula One for so long as it
competes in Formula One;
b. the third party to whom manufacture of the LTC is Outsourced may not be another
Competitor or an Associate to another Competitor; and
c. the third party to whom design of the LTC is Outsourced may not be another
Competitor, an Associate to another Competitor, or a party that directly or indirectly
designs LTCs or TRCs for any other Competitor.
17.3.3 Although it is permissible to be influenced by the design or concept of a Competitor's LTC
using information that must potentially be available to all Competitors, this information may
only be obtained at Competitions or Tests (as defined respectively in Articles 5 and 10.1 3 of
the Sporting Regulations), and no Competitor may design its LTCs based on “reverse
engineering” of another Competitor's LTC. For the purpose of this Article, “reverse
engineering” shall mean:
a. The use of photographs or images, combined with software that converts them to point
clouds, curves, surfaces, or allows CAD geometry to be overlaid onto or extracted from
the photograph or image
b. The use of stereophotogrammetry, 3D cameras or any 3D stereoscopic techniques
c. Any form of contact or non−contact surface scanning
d. Any technique that projects points or curves on a surface so as to facilitate the
reverse−engineering process
In cases where isolated features of a Competitor's LTC(s) may closely resemble the features
of another Competitor's LTC(s), it will be the role of the FIA to determine whether this
resemblance is the result of reverse engineering or of legitimate independent work. The
following further provisions apply:
e. All Competitors must provide to the FIA, upon request, any data or other information
that is required to demonstrate compliance with this Article.
f. For all LTCs used during the Championship, the restrictions described in this Article
apply to their entire design process, including actions carried out before the calendar
year of the Championship.
g. The FIA may issue guidance from time to time to define more specifically the
requirements and constraints of this Article.
17.3.4 No Competitor may, either directly or via a third party:
a. pass on any information in respect of its LTC (including but not limited to data, designs,
drawings, or any other Intellectual Property) to another Competitor or receive any
information from another Competitor in respect of that Competitor’s LTC; or
b. receive consultancy or any other kind of services from another Competitor in relation to
LTC, or supply any such services to another Competitor; or
c. pass any methodology which can be used to enhance the performance of LTC (including
but not limited to simulation software, analysis tools, etc.) to another Competitor, or
receive any such methodology from another Competitor.
Notwithstanding the provision of this Article, Supplying Power Unit Manufacturers or
Supplying Competitors of TRCs may carry out the assembly of the components they supply
with adjacent LTC components of the Customer Competitor. In such cases, the Customer
Competitor may provide the minimal assembly information of the LTCs they need to
assemble to the supplying Competitor or Power Unit Manufacturer. The FIA must approve
such a transaction to its absolute discretion and must be satisfied that it is not used as a
means to circumvent the provisions of Article 17.3.
17.3.5 A Competitor (or its agents) must have exclusive ownership of (or the Competitor must have
the exclusive right to use in the Championship) any and all rights, information or data of any
nature (including but not limited to all aspects of the design, manufacturing, know−how,

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operating procedures, properties and calibrations) in respect of the LTC in its Formula One
cars. However, notwithstanding the foregoing:
a. the use of specialist Intellectual Property or technology of third parties is permitted in
respect of LTC, provided that this Intellectual Property or technology is commercially
available to all Competitors. The principal parameters of such components must in any
case be determined by the Competitor and not be available to other Competitors;
b. Similarly, it is permitted to use commercially available sub−components or
sub−assemblies in respect of LTC, provided these are commercially available to all
Competitors. This provision applies if these components or sub−assemblies are not
specifically listed as LTC. The FIA may request Competitors to provide a list of such
sub−components and their technical specification. The FIA may classify such
sub−components or sub−assemblies as LTC if it deems that they are being contrived to
circumvent the purpose of this Article 17.

17.4 Standard Supply Components (SSC)


17.4.1 “Standard Supply Components” (SSC) are components whose design and manufacture will be
carried out by a supplier appointed by the FIA, to be supplied on an identical technical and
commercial basis to each Competitor (including, without limitation, the components
identified as such in Appendix 6).
17.4.2 Should a selection process fail to lead to appointment of a supplier of a component classified
as a SSC, or should the arrangement with such supplier be terminated for whatever reason,
the FIA reserves the right to re−classify the SSC as an LTC, TRC, DSC or OSC and to introduce
appropriate technical rules in the relevant Article of these Technical Regulations in order to
control the technical specification and cost of this component.
17.4.3 Components supplied as SSC must not be modified, and they must be installed and operated
exactly as specified by the supplier, except for minor changes explicitly permitted in the
Appendix to the Technical and Sporting Regulations. However, each Competitor is responsible
for communicating directly to the relevant SSC supplier, while keeping the FIA informed at all
times, regarding any issues of compatibility, reliability or safety in respect of a SSC. This may
include submitting proposals for modifications to the SSC that a Competitor considers should
be made to ensure the necessary levels of safety, compatibility and reliability while at all
times having due regard to cost and performance implications. In consultation with the
relevant SSC supplier, the FIA will consider in good faith all issues raised (and modifications
proposed) during the consultation process, and shall determine in its sole discretion whether
or not to take any action. In exceptional circumstances, where a Competitor establishes that
a SSC is critically incompatible, unreliable or unsafe, the FIA may, at its sole discretion,
authorise such Competitor to carry out modifications to the SSC in question or use an
alternative component in order to resolve the compatibility, reliability or safety issue.
Permission for such a modification or usage of an alternative component will be
communicated to all Competitors, and will continue to be applied until the relevant supplier
introduces a new specification that resolves the reliability, compatibility or safety concern. In
accordance with the severity of the reliability, compatibility or safety concern, the FIA may
authorise a phased introduction of the modified SSC. In such cases, after consultation with
Competitors and with the Supplier, the FIA will define the period of the phase−in, and any
measures that need to be taken to ensure that no performance advantage (e.g., mass) is
obtained by using either the old or the new specification of the SSC.
17.4.4 The use of an SSC is mandatory and the particular function of that SSC must not be
by−passed, replaced, duplicated or complemented by another component. This provision also
applies to any TCC as defined in the Sporting Regulations. In exceptional circumstances, the
FIA, at its sole discretion may authorise the use of alternative components.
17.4.5 No Competitor may, either directly or via a third party pass any information (including but not
limited to data, know how, operating procedures, properties and calibrations) or
methodology (including but not limited to simulation software, analysis tools, etc.) which can
be used to enhance the performance of a SSC to another Competitor, or receive any such
methodology from another Competitor.

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17.5 Transferable Components (TRC)
17.5.1 “Transferable Components” (TRC) are components whose design, manufacture and
Intellectual Property resides within a single Supplying Competitor, or third party, but can be
supplied to another Customer Competitor (including, without limitation, the components
identified as such in Appendix 6).
17.5.2 The provisions of this Article 17.5 regard the supply of such TRC components by a Supplying
Competitor or a third party to a Customer Competitor. In the event a component classified as
TRC does not get supplied to any Customer Competitor, the rules governing such a
component will be identical to the rules governing LTC’s. Furthermore, with regard to any
component classed as TRC, any two teams who are not operating in a Supplying
Competitor−Customer Competitor relationship with regard to the specific component must
observe all the rules that govern LTC’s.
17.5.3 The Supplying Competitor (or its agent) must own and/or control all rights, information
and/or data of any nature (including all aspects of the design, manufacturing, know−how,
operating procedures, properties and calibrations) in respect of TRC, but it may supply such
TRC to other Competitors.
17.5.4 The components supplied as TRC by a Supplying Competitor to a Customer Competitor must
be components identical to those used by the Supplying Competitor in the same
Championship or a previous one. Under no circumstances is it permitted for the Supplying
Competitor to carry out the design or manufacture of bespoke TRC’s for the specific use by a
Customer Competitor. The Customer Competitor may however elect to replace or modify sub
components of a TRC, but in that case all the related additional work (including, but not
limited to Research and Development, simulations, design, manufacture etc.) must be carried
out by the Customer Competitor or its agents. In exceptional circumstances, and with the
prior approval of the FIA, the Supplying Competitor may provide assistance to the Customer
Competitor for the resolution of reliability or safety issues regarding the TRC.
17.5.5 The Supplying Competitor may outsource the design (intended for this Article as any R&D,
Engineering and CAD design) and/or manufacture of any TRC to a third party (including, for
the avoidance of doubt, an Associate of such Competitor) provided that:
a. the third party to whom manufacture of the TRC is Outsourced may not be another
Competitor; and
b. the third party to whom design of the TRC is Outsourced may not be another
Competitor, or a party that directly or indirectly designs TRCs or LTCs for any other
Competitor.
17.5.6 The Supplying Competitor (or its agents) must have exclusive ownership of and/or control
over any and all rights, information or data of any nature (including but not limited to all
aspects of the design, manufacturing, know−how, operating procedures, properties and
calibrations) in respect of the TRC in its Formula One cars. However, notwithstanding the
foregoing:
a. the use of specialist Intellectual Property or technology of third parties is permitted in
respect of TRC, provided that this Intellectual Property or technology is commercially
available to all Competitors. The principal parameters of such components must in any
case be determined by the Competitor and not be available to other Competitors.
b. similarly, it is permitted to use commercially available sub−components or
sub−assemblies in respect of TRC, provided these are commercially available to all
Competitors.
17.5.7 A third party unrelated to any Competitor may supply a TRC to a Customer Competitor,
provided that it also offers to supply the TRC to any other Customer Competitor on similar
commercial terms.
17.5.8 In respect of the conditions at Article 17.3.4, any information on TRC passed on or received
by a Competitor or any consultancy or any other kind of services involving a Competitor in
relation to TRC shall be strictly limited to the designs or drawings necessary for the
integration of the TRC into the design of the car and/or the data of the TRC necessary for the

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correct operation of the TRC on the car. For the avoidance of doubt, the following passage of
information is strictly prohibited:
a. Information specific to a particular circuit or race (e.g. suspension setup information)
b. Software or methodology for the optimisation of the performance of a TRC (e.g.
simulation software)
17.5.9 In respect of the compliance by the Customer Competitor with the Financial Regulations, the
Supplying Competitor is mandated to provide the Customer Competitor all financial
information that may be necessary to allow the Customer Competitor to demonstrate
compliance with all FIA Regulations in force.

17.6 Open Source Components (OSC)


17.6.1 “Open Source Components” (OSC) are components whose Design Specification and
Intellectual Property is made available to all Competitors through the mechanisms defined in
this Article 17.6 (including, without limitation, the components identified as such in Appendix
6).
17.6.2 For all OSC in use by all Competitors, the Design Specification must reside on a designated
server specified by the FIA, and be accessible by all Competitors. Details about the server,
access credentials and file naming and format conventions may be found in the Appendix to
the Technical and Sporting Regulations.
17.6.3 Any Competitor who designs a new OSC or modifies the Design Specification of a previous
OSC must upload the new Design Specification to the designated server as specified in the
Appendix to the Technical and Sporting Regulations.
17.6.4 Any Competitor who creates a new, or modifies an existing, Design Specification of an OSC or
any OSC manufactured to a Design Specification grants an irrevocable, royalty−free,
non−exclusive, worldwide licence to all other Competitors to use and modify any of its
Intellectual Property subsisting in such OSCs or Design Specifications to the extent
contemplated by these Technical Regulations.
17.6.5 Any Competitor wishing to access the server referred to in Article 17.6.3, or to exercise its
rights under the licence described in Article 17.6.4, may only do so if it has agreed to be
bound by the terms of the terms and conditions applicable to the FIA's designated server, by
accepting the FIA Open Source Component Licence (“FOSCL”), as provided by the FIA from
time to time.
17.6.6 In the event the OSC or the Design Specification of any OSC contains proprietary information
and/or Intellectual Property of a third party supplier, this must be made clear by the
Competitor when uploading the Design Specification of the OSC, and use of the uploaded
Design Specification (and any OSC manufactured to that Design Specification) by any other
Competitor exercising its rights in accordance with these Technical Regulations must be
approved in writing by the third party supplier, with a copy of such approval to be available to
the FIA on request. Should it become necessary to remove any sensitive information, then
the uploaded Design Specification must:
a. Contain a clear reference to the supplier in question.
b. Contain sufficient information for another Competitor to be able to order an identical
component from the supplier.
c. Contain all the necessary information to permit another Competitor to install the OSC in
their own car.
17.6.7 All Competitors are obliged to declare to the FIA the version of each OSC that gets used on
their car. This information will be made available to all Competitors.
17.6.8 The complete responsibility for the installation and operation of an OSC (including any
matters related to its function, performance, reliability, compatibility or safety) resides with
the Competitor who uses this version of the OSC. Notwithstanding this provision, any
Competitor who encounters a functionality, reliability, compatibility or safety issue with a

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particular version of an OSC is obliged to provide such information to the FIA and all other
Competitors via the designated server.
17.6.9 OSC’s may be provided from one Competitor to another, provided that the specification
supplied from the Supplying Competitor to the Customer Competitor is of the same
specification utilized by the Supplying Competitor. In such cases, their supply should be
governed by all the provisions detailed in Article 17.5 for TRCs, however none of these
restrictions shall prevent a Competitor from fulfilling their obligations with respect to OSC as
required by Article 17.6.
17.6.10 For any year (N) where a component is designated as OSC for the first time, Competitors in
the preceding year (N−1) must upload the design of the equivalent component in use during
that preceding Championship (N−1), no later than 15 July of that year (N−1), regardless of the
suitability of this component to the Technical Regulations of the following year (N).
17.6.11 No Competitor may, either directly or via a third party pass any information (including but not
limited to data, know how, operating procedures, properties and calibrations) or
methodology (including but not limited to simulation software, analysis tools, etc.) which can
be used to enhance the performance of an OSC to another Competitor, or receive any such
information or methodology from another Competitor.

17.7 Defined Specification Components (DSC)


Further information concerning implementation is given in the Appendix to the Technical and
Sporting Regulations.
17.7.1 Defined Specification Components (DSC) are components produced to a technical
specification defined by the FIA.
A DSC must be approved by the FIA, who will ensure compliance with the technical
specification and with Article 17.7. Once approved, details of the component will be added to
a Technical List contained in the Appendix to the Technical and Sporting Regulations.
17.7.2 The use of a DSC is mandatory and is limited to components on the relevant Technical List.
The particular function of that DSC must not be by−passed, replaced, duplicated or
complemented by another component. This provision also applies to any TCC as defined in
the Sporting Regulations. In exceptional circumstances, the FIA, at its sole discretion may
authorise the use of alternative components.
17.7.3 Any supplier of a DSC must treat all the Competitors that they supply on an equitable basis.
17.7.4 The technical specification of a DSC (to its required level of detail) will be defined by the FIA
and communicated to all Competitors via relevant documents in the Annexe to this Article.
Changes to the specification will only be made under exceptional circumstances. Should a
change become necessary, the details and timescale of the change will be decided after
consultation with all interested parties.
17.7.5 A supplier that would like to supply a DSC for year (N) must provide the FIA with a full dossier
containing complete technical description and commercial terms for the DSC before the date
given in the Technical Specification. The FIA will examine the dossier in consultation with the
Competitors and decide, within 30 days of its receipt, whether to add the DSC component in
question to the list of approved DSCs, which will be set out in the Annexe to this Article.
17.7.6 The number of variants that an approved DSC supplier may supply will be defined in the
technical specification of the DSC. Each variant of the DSC must be made available by the
supplier to all Competitors on identical commercial terms. With the exception of changes to
the technical specification and design of the DSC that are necessary for reliability or cost
reasons, the period that the technical specification and design of the DSC must remain
unchanged will be defined in the technical specification of the DSC. Any subsequent changes
must follow the approval process and timescales described in Article 17.7.4. Changes to the
technical specification or design that are necessary for reliability or cost reasons are subject
to the prior approval of the FIA and must be communicated to all Competitors.

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17.7.7 A Competitor must not, either directly or indirectly via a third party or otherwise pass to
another Competitor any information (including but not limited to data, know how, operating
procedures, properties and calibrations) or methodology (including but not limited to
simulation software, analysis tools, etc.) that could be used by another Competitor to
enhance the performance of a DSC, or receive any such information or methodology from
another Competitor.
17.7.8 Should a selection process fail to approve sufficient suppliers to cover the requirements of all
Competitors, the FIA reserves the right to re−classify the DSC as an LTC, TRC, or OSC and to
introduce appropriate technical rules in the relevant Article of these Technical Regulations in
order to control the technical specification and cost of this component.

17.8 List of LTC, SSC, TRC, OSC, and DSC


A complete list of the parts’ classification, as well as a definition of the perimeter of each
assembly can be found in Appendix 6.
Components which are part of an assembly will assume the classification status of that
assembly unless otherwise specified.

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ARTICLE 18: POWER UNIT COMPONENTS’ CLASSIFICATION

18.1 Definitions
In this Article 18:
“Associate” means, with respect to a PU Manufacturer in the Championship (and any entity
representing that PU Manufacturer):
a. any other person or entity (including any corporate or unincorporated body) that
(directly or indirectly):
i. owns share capital or business assets of the PU Manufacturer; or
ii. has the power to exercise voting rights in relation to the PU Manufacturer; or
iii. has the power to appoint members of the supervisory board, board of directors or
bodies legally representing the PU Manufacturer; or
iv. has the power to conduct the affairs of the PU Manufacturer by constitutional
documents or agreement or otherwise; and
b. any other person or entity in the same legal group structure as the PU Manufacturer
from time to time; and
c. any agent, contractor (or sub-contractor) or other person or entity (including any
corporate or unincorporated body) that is set up or used by a PU Manufacturer to
circumvent the requirements of this Article 18.
“Outsourcing” and “Outsourced” means procuring or procured goods or services by contract
with an external supplier.
“Design Specification” means, in respect of a component all design (including
three-dimensional geometry, tolerances, materials, surface finishes and design standards),
manufacturing, installation and operational information related to that component.
And for the purposes of these Technical Regulations, including in this Article 18:
"Intellectual Property" means:
a. patents, rights to inventions, designs, copyright and related rights, database rights,
trademarks and trade names, rights in get-up and related goodwill and the right to sue
for passing off or unfair competition (in each case whether registered, registerable or
unregistered);
b. proprietary rights in domain names;
c. rights to use, and protect the confidentiality of, trade secrets, know-how and
confidential information;
d. applications, and rights to apply for and be granted registrations, including extensions
and renewals of, such rights; and
e. all other rights of a similar nature or having an equivalent effect anywhere in the world.
"PU component" means any component listed as “ICE”, or “EXH”, or “TC”, or “MGU-K”, or
“ES”, or “PU-CE” in Table 1 of Appendix 3 under the column “PU ELEMENT (Art. 5.1.2)”.
“External PU Manufacturer” means a person or entity (including any corporate or
unincorporated body) that (directly or indirectly): (i) was registered to supply Power Units in
the Championship and has withdrawn for any reason; or (ii) a power unit manufacturer that is
undertaking development work to supply Power Units but has not yet registered with the FIA
to supply for the Championship. This definition does not include third parties undertaking
development work in accordance with these Regulations on behalf of the instructions of a PU
Manufacturer unless that third party ceases to have a contract or other arrangement with a
PU Manufacturer.

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18.2 General Principles
18.2.1 Classification:
a. All Power Unit components used in Formula One cars shall be classified as:
i. a Listed Power Unit Component (LPUC);
ii. a Standard Supply Power Unit Component (SSPUC);
iii. an Open-Source Power Unit Component (OSPUC); or
iv. a Defined Specification Power Unit Component (DSPUC),
each as defined in Articles 18.3-18.6 (inclusive).
b. Unless otherwise specified, or determined by the FIA, such components/equipment will
be classified as LPUC.
c. In cases of doubt, the FIA should be consulted and shall determine the classification of a
particular PU component or piece of equipment, should that differ from the default
classification mentioned in Article 18.2.1(b) above.
18.2.2 For the purposes of the remaining provisions of this Article 18, any reference to any PU
Manufacturer shall include any Associate of such PU Manufacturer; and (b) any external
entity (i) working on behalf of a PU Manufacturer or (ii) working for its own purposes and
subsequently providing the results of its work to a PU Manufacturer.
18.2.3 For the purposes of the remaining provisions of this Article 18, any reference to a
“component” may also refer to complete assemblies.
18.2.4 A PU Manufacturer must not use movement of personnel (whether employee, consultant,
contractor, secondee or any other type of permanent or temporary personnel) from or to
another PU Manufacturer (or an External PU Manufacturer), either directly or indirectly via
an external entity, for the purpose of circumventing the requirements of this Article 18.
18.2.5 From time to time the FIA may request that a PU Manufacturer shares certain information in
connection with this Article 18 with the FIA, but only for the following purposes: (a) so that
the FIA may share such information with the other PU Manufacturers for safety reasons only,
or (b) to assist the FIA in considering future amendments to the Technical Regulations,
subject in each case to the relevant PU Manufacturer receiving an appropriate undertaking of
confidentiality from the FIA.
18.2.6 Except as otherwise expressly permitted by these Technical Regulations or by the FIA, a PU
Manufacturer must not
a. directly or indirectly disclose or transfer (by any means) any Intellectual Property to
another PU Manufacturer,
or
b. directly or indirectly obtain (by any means) any Intellectual Property from another PU
Manufacturer.
18.2.7 The following will constitute a breach of this Article 18:
a. the knowledge sharing, Intellectual Property transfer/receipt, merger or joining forces
of:
i. two (or more) PU Manufacturers,
or
ii. one or more PU Manufacturers and one or more External PU Manufacturers,
or
b. the acquisition by one PU Manufacturer of part or whole of the company of another PU
Manufacturer (or an External PU Manufacturer),
or

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c. two PU Manufacturers entering into a services or other arrangement to support the
other in delivering all or part of its supply.
In the event that a PU Manufacturer is unable to continue its participation in Formula 1 for
any reason, the Intellectual Property, components or business of that External PU
Manufacturer must not be acquired in part or in whole by a PU Manufacturer including by
way of the External PU Manufacturer entering into an agreement to provide manufacturing
or other support to the PU Manufacturer.
The FIA may, at its sole discretion, take any measures it considers appropriate in order to
ensure that no PU Manufacturer obtains an unfair advantage from such an eventuality.
18.2.8 Where a PU Manufacturer is made responsible under these Technical Regulations for raising
or reporting any issues of safety, incompatibility and/or reliability of a component that it uses
on its Power Units, it shall not make any claim against any other party that is inconsistent
with that responsibility.
18.2.9 PU Manufacturers must not share any test facilities or equipment with another PU
Manufacturer unless such facilities or equipment are commercially available to all PU
Manufacturers. If PU Manufacturers are using commercially available facilities or equipment
they must put in place relevant processes to ensure there is no transfer of Intellectual
Property or knowledge through common personnel (or otherwise) leading to the
performance enhancement of an LPUC (contrary to Article 18.3.3), or an OSPUC (contrary to
Article 18.5.11), or a DSPUC (contrary to Article 18.6.7).
All PU Manufacturer' Intellectual Property (including any data) available through shared
facilities or equipment shall only be available to the PU Manufacturer requesting such access
to the test facilities or equipment and shall fully and exclusively remain its property.
18.2.10 This Article 18 and these Technical Regulations shall not restrict the normal business as usual
including but not limited to mergers or acquisitions by Associates of PU Manufacturers, or
investments, that are not relevant to Formula 1.
18.3 Listed Power Unit Components (LPUC)
18.3.1 “Listed Power Unit Components” (LPUC) are PU components whose design, manufacture and
Intellectual Property is owned and/or controlled by a single PU Manufacturer or its agents on
an exclusive basis (including, without limitation, the PU components identified as such in
Appendix 3).
18.3.2 A PU Manufacturer must only use LPUC in its PUs that it has designed (including, for the
avoidance of doubt, its three-dimensional shape and the evolution history leading to it, any
preliminary designs, simulations, dynamometer tests, and analysis) and manufactured itself.
However, this does not prevent the PU Manufacturer Outsourcing any R&D, engineering
and/or CAD design and/or the manufacture of any LPUC to a third party (including, for the
avoidance of doubt, an Associate of such PU Manufacturer) provided that:
a. the PU Manufacturer retains the exclusive right to use the LPUC in Formula One for so
long as it participates in Formula One;
b. the third party to whom design and/or manufacture of the LPUC is Outsourced must
not be another PU Manufacturer or an Associate of another PU Manufacturer; and
c. In the case the third party to whom design and/or manufacture of the LPUC is
Outsourced is not another PU Manufacturer or an Associate the provisions of Article
18.3.5 apply.
18.3.3 A PU Manufacturer must not, either directly or indirectly via a third party or otherwise:
a. pass on any information in respect of its LPUC (including but not limited to data,
designs, drawings, or any other Intellectual Property) to another PU Manufacturer or
receive any information from another PU Manufacturer in respect of that PU
Manufacturer’s LPUC; or
b. receive consultancy or any other kind of services from another PU Manufacturer in
relation to LPUC, or supply any such services to another PU Manufacturer; or

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c. pass on any methodology that could be used by another PU Manufacturer to enhance
the performance of LPUC (including but not limited to simulation software, analysis
tools, etc.) to another PU Manufacturer, or receive any such methodology from another
PU Manufacturer.
18.3.4 In determining whether and to what extent a PU Manufacturer is to be held liable for a
breach of Article 18.3.3 that has occurred via a third party, the FIA may take into account
amongst other things the extent to which the PU Manufacturer: (i) took steps to prevent the
breach in question; and (ii) took steps to remedy and negate the consequences of the breach
immediately upon becoming aware of the breach.
18.3.5 A PU Manufacturer (or its agents) must have exclusive ownership of (or the PU Manufacturer
must have the exclusive right to use in the Championship) any and all rights, information or
data of any nature (including but not limited to all aspects of the design, manufacturing,
know-how, operating procedures, properties and calibrations) in respect of the LPUC in its
PUs. However, notwithstanding the foregoing:
a. The use of specialist Intellectual Property or technology of third parties is permitted in
respect of LPUC, provided that this Intellectual Property or technology is commercially
available to all PU Manufacturers. The detailed specifications of such LPUC must in any
case be determined by the PU Manufacturer and must not be available to other PU
Manufacturers;
b. Similarly, the use of commercially available sub-components or sub-assemblies in
respect of LPUC is permitted, provided such sub-components or sub-assemblies are
commercially available to all PU Manufacturers and are not specifically listed as LPUC.
The FIA may request PU Manufacturers to provide a list of such sub-components and/or
sub-assemblies and their technical specification. The FIA may classify such
sub-components or sub-assemblies as LPUC if it deems, in its sole discretion, that they
are being contrived to circumvent the purpose of this Article 18.
c. Similarly, the use of services from a third-party supplier which assist the PU
Manufacturer in the design or development of its LPUCs is permitted, provided such
services are commercially available to all PU Manufacturers on similar commercial
terms. When two or more PU Manufacturers use the services from a given third-party
supplier, full details must be made available to the FIA to demonstrate that such activity
does not constitute a means to transfer, directly or indirectly, information from one PU
Manufacturer to another. The services covered by this Article include but are not
limited to: the use of test facilities, and the use of software.

18.4 Standard Supply Power Unit Components (SSPUC)


18.4.1 “Standard Supply Power Unit Components” (SSPUC) are PU components whose design and
manufacture will be carried out by a supplier appointed by the FIA, to be supplied on an
identical technical and commercial basis to each PU Manufacturer (including, without
limitation, the PU components identified as such in Appendix 3).
18.4.2 In certain cases, determined by the FIA in its sole discretion, more than one configuration of
an SSPUC may be made available by the appointed supplier, in order to address installation
differences between different PUs. In such a case, the FIA will require that any differences
between the available configurations are kept to a minimum by the supplier.
18.4.3 Should the FIA’s selection process fail to lead to the appointment of a supplier of a PU
component classified as an SSPUC, or should the arrangement with such supplier be
terminated for whatever reason, the FIA reserves the right to re-classify the SSPUC as an
LPUC, OSPUC or DSPUC and to introduce appropriate technical rules in the relevant Article of
these Technical Regulations in order to control the technical specification and cost of this
such PU component.
18.4.4 PU components supplied as SSPUC must not be modified, and they must be installed and
operated exactly as specified by the supplier, except for minor changes explicitly permitted in
the Appendix to the Technical and Sporting Regulations. However, each PU Manufacturer is
responsible for directly and promptly informing both the FIA and the relevant SSPUC supplier,

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of any issues of compatibility, reliability or safety in respect of a SSPUC. This may include
submitting proposals for modifications to the SSPUC that a PU Manufacturer considers should
be made to ensure the necessary levels of safety, compatibility and reliability while at all
times having due regard to cost and performance implications. In consultation with the
relevant SSPUC supplier, the FIA will consider in good faith all issues raised (and modifications
proposed) during the consultation process and shall determine in its sole discretion whether
or not to take any action. In exceptional circumstances, where a PU Manufacturer establishes
that a SSPUC is critically incompatible, unreliable or unsafe, the FIA may, at its sole discretion,
authorise such PU Manufacturer to carry out modifications to the SSPUC in question or use
an alternative PU component in order to resolve the compatibility, reliability or safety issue.
Permission for such a modification or usage of an alternative PU component will be
communicated by the FIA to all PU Manufacturers, and will continue to apply until the
relevant supplier introduces a new specification that resolves the reliability, compatibility or
safety issue.
18.4.5 The use of an SSPUC is mandatory and the particular function of that SSPUC must not be
by-passed, replaced, duplicated or complemented by another PU component. This provision
also applies to any TCC (as defined in the Sporting Regulations). In exceptional circumstances,
the FIA may, at its sole discretion may authorise the use of alternative PU components.
18.4.6 A PU Manufacturer must not, either directly or indirectly via a third party or otherwise pass
to another PU Manufacturer, any information (including but not limited to data, know how,
operating procedures, properties and calibrations) or methodology (including but not limited
to simulation software, analysis tools, etc.) that could which can be used by another PU
Manufacturer to enhance the performance of a SSPUC to another PU Manufacturer, or
receive any such information or methodology from another PU Manufacturer.

18.5 Open-Source Power Unit Components (OSPUC)


18.5.1 “Open-Source Power Unit Components” (OSPUC) are PU components whose Design
Specification and Intellectual Property is made available to all PU Manufacturers through the
mechanisms defined in this Article 18.5 (including, without limitation, the PU components
identified as such in Appendix 3).
18.5.2 For all OSPUC in use by all PU Manufacturers, the Design Specification must reside on a
designated server specified by the FIA and be accessible by all PU Manufacturers. Details of
the server, access credentials and file naming and format conventions may be found in the
Appendix to the Technical and Sporting Regulations.
18.5.3 Any PU Manufacturer who designs a new OSPUC or modifies the Design Specification of a
previous OSPUC must upload the new Design Specification to the designated server as
specified in the Appendix to the Technical and Sporting Regulations.
18.5.4 Any PU Manufacturer who creates a new, or modifies an existing, Design Specification of an
OSPUC or who manufactures any OSPUC manufactured to a Design Specification must grant
an irrevocable, royalty-free, non-exclusive, worldwide licence to all other PU Manufacturers
to use and modify any of its Intellectual Property subsisting in such OSPUC s or Design
Specifications to the extent contemplated by these Technical Regulations.
18.5.5 Any PU Manufacturer wishing to access the designated server referred to in Article 18.5.3, or
to exercise its rights under the licence described in Article 18.5.4, may only do so if it has
agreed to be bound by the terms of the terms and conditions applicable to the FIA's
designated server, by accepting the FIA Open-Source Power Unit Component Licence
(“FOSPUCL”), as provided by the FIA from time to time.
18.5.6 In the event the OSPUC or the Design Specification of any OSPUC contains proprietary
information and/or Intellectual Property of a third-party supplier, this must be made clear by
the PU Manufacturer when uploading the Design Specification of the OSPUC to the
designated server. Use of the uploaded Design Specification (and any OSPUC manufactured
to that Design Specification) by any other PU Manufacturer exercising its rights in accordance
with these Technical Regulations must be approved in writing by the third-party supplier,
with a copy of such approval to be made available by the PU Manufacturer to the FIA on

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request. Should it become necessary for a PU Manufacturer to remove any confidential or
commercially sensitive information from the Design Specification prior to its upload on the
designated server, then the uploaded Design Specification must nevertheless contain:
a. Contain a clear reference to the third-party supplier in question.
b. Contain sufficient information to enable another PU Manufacturer to order an identical
OSPUC from the third-party supplier.
c. Contain all the necessary information to permit another PU Manufacturer to install the
OSPUC in its own PU.
18.5.7 All PU Manufacturers are obliged to declare to the FIA the version of each OSPUC that gets
used in their PU. This information will be made available by the FIA to all PU Manufacturers.
18.5.8 The complete responsibility for the installation and operation of an OSPUC (including any
matters related to its function, performance, reliability, compatibility or safety) resides with
the PU Manufacturer who uses this version of the OSPUC. Notwithstanding this provision, any
PU Manufacturer who encounters a functionality, reliability, compatibility or safety issue with
a particular version of an OSPUC must promptly disclose that issue to the FIA and all other PU
Manufacturers via the designated server.
18.5.9 For any year (N) where a PU component is designated as OSPUC for the first time, PU
Manufacturers in the preceding year (N-1) must upload to the designated server the design of
the equivalent PU component in use during that preceding Championship (N-1), no later than
15 July of that year (N-1), regardless of the suitability of that PU component to the Technical
Regulations of the following year (N).
18.5.10 PU Manufacturers supplying Power Units for the 2022 Championship must upload to the
designated server the design of the equivalent OSPUC component in use during that
Championship, no later than 31 December 2022, regardless of the suitability of that PU
component to the 2026 Technical Regulations.
18.5.11 A PU Manufacturer must not, either directly or indirectly via a third party or otherwise pass
to another PU Manufacturer any information (including but not limited to data, know how,
operating procedures, properties and calibrations) or methodology (including but not limited
to simulation software, analysis tools, etc.) that could be used to by another PU
Manufacturer enhance the performance of an OSPUC, or receive any such information or
methodology from another PU Manufacturer.

18.6 Defined Specification Power Unit Components (DSPUC)


18.6.1 “Defined Specification Power Unit Components” (DSPUC) are PU components whose overall
technical specification is defined by the FIA, which can be either (a) manufactured by the PU
Manufacturer; or (b) supplied to the PU Manufacturer by one or more third party suppliers,
who own and control the design, manufacture, and Intellectual Property of the PU
components they supply (including, without limitation, the PU components identified as such
in Appendix 3).
18.6.2 A PU Manufacturer may be the supplier of a DSPUC, provided there is compliance by that PU
Manufacturer with all of the provisions of this Article 18.6 are respected and the DSPUC in
question is made available to all other PU Manufacturers on an equitable basis.
18.6.3 The technical specification of a DSPUC (to its required level of detail) will be defined by the
FIA and communicated to all PU Manufacturers via relevant documents in the Appendix to
the Technical and Sporting Regulations. Changes to the specification for year (N) will be
defined by the FIA before 1 January of year (N-2) and will require the consent of the FIA and
at least 50% of the PU Manufacturers registered to compete in year (N). Changes to the
specification after that date and before 1 January of year (N-1) will need the consent of the
FIA and at least 75% of the PU Manufacturers registered to compete in year (N).
18.6.4 A third-party supplier that would like to supply a DSPUC for year (N) must provide the FIA
with a full dossier containing complete technical description and commercial terms for the
DSPUC before 30 June of year (N-2). The commercial terms must include any formulas for the

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adjustment of the supply price as a function of quantity ordered by a PU Manufacturer, or
external parameters, such as inflation, material cost, etc. The supplier of the DSPUC may
decide to lower the supply price at any time. The FIA will examine the dossier in consultation
with the PU Manufacturers and decide, within 30 days of its receipt, whether to add the
DSPUC component in question to the list of approved DSPUCs, which will be set out in the
Appendix to the Technical and Sporting Regulations.
18.6.5 An approved DSPUC supplier may make only one technical specification and design of a
DSPUC. Such technical specification and design must be made available by the supplier to all
PU Manufacturers on identical commercial terms. With the exception of changes to the
technical specification and design of the DSPUC that are necessary for reliability or cost
reasons, the technical specification and design of the DSPUC must remain unchanged for at
least three complete calendar years. Any subsequent changes must follow the approval
process and timescales described in Article 18.6.4. Changes to the technical specification or
design that are necessary for reliability or cost reasons are subject to the prior approval of
the FIA and must be communicated to all PU Manufacturers.
18.6.6 The DSPUC used by a PU Manufacturer must remain unchanged for at least two complete
calendar years. During that period, a change of supplier for that DSPUC will only be
permissible in the event of significant reliability issues and is subject to prior approval by the
FIA.
18.6.7 A PU Manufacturer must not, either directly or indirectly via a third party or otherwise pass
to another PU Manufacturer any information (including but not limited to data, know how,
operating procedures, properties and calibrations) or methodology (including but not limited
to simulation software, analysis tools, etc.) that could be used by another PU Manufacturer
to enhance the performance of a DSPUC, or receive any such information or methodology
from another PU Manufacturer.

18.7 List of LPUC, SSPUC, OSPUC and DSPUC


A complete list of the PU components’ classification, as well as a definition of the perimeter
of each assembly can be found in Appendix 3.
PU components that are part of an assembly will assume the classification status of that
assembly unless otherwise specified.

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APPENDIX 1: REGULATION VOLUMES

1 General Definitions
1.1 This Appendix defines the construction of CAD reference sections, reference surfaces and
reference volumes used throughout the Regulations in order to assess legality. conjunction
with Article 3. However numerous further usages of such definitions are used in other
Articles.
1.2 Unless otherwise stated, only the declared reference section, reference surface or reference
volume from each Article can be used to assess legality. All other geometry used during the
construction of these sections, surfaces or volumes must be considered for reference
purposes only.
1.3 In cases where an object (surface or volume) is trimmed using a surface, this must be
performed by first finding the intersection between the object and the surface and then
partitioning the object into two, by separating it at this intersection. One of these two parts is
then discarded according to the relevant Article and the residual of the trimmed object is all
that remains after the operation.
1.4 All volumes are implicitly symmetrical about the plane Y=0.
1.5 The prefix “RV−“ always refers to a Reference Volume, whereas the prefix “RS−“ refers to a
Reference Surface.
1.6 The CAD models of all the volumes and surfaces listed in this Appendix are available for
Competitors or PU Manufacturers to download with a standard range of parameters. The FIA
will provide Competitors or PU Manufacturers with a specific model on request.
1.7 Should an inconsistency arise between a volume generated manually using the process
outlined in this Article, or a volume that has been downloaded by the process outlined in
Article 1.6 of this Appendix, the FIA will adjudicate on a case−by−case basis the volume that
will be applicable and correct the one that will be judged to have an inconsistency or error.

2 Legality Volumes or Surfaces Defined by CAD Models


2.1 The legality volumes and surfaces listed below are defined exclusively by CAD data and are
available to download from the FIA’s CAD Portal. Unless otherwise stated, the volumes must
be positioned with the origin of the model at the coordinates given and with the model axes
parallel to, and in the same direction as the corresponding car axes.

Volume or Surface CAD Part No Revision Notes


RV−PU−ICE FIA−LEG−0076 B Positioned at [XPU=0, 0, 0]
RV−PU−OT FIA−LEG−0075 A Positioned at [XPU=0, 0, 0]
RV−PU−TC FIA−LEG−0077 A Positioned at [XPU=0, 0, 0]
RS−PU−FWD−ERS FIA−LEG−0135 A Positioned at [XPU<= −360, 0, 0]
RS−FWD−FUEL−LIMIT FIA−LEG−0010 C Positioned at [XC=0, 0, 0]
RV−CH−MID−MIN FIA−LEG−0001 E Positioned at [XC=0, 0, 0]
RV−CH−MID−STRUCT FIA−LEG−0015 C Positioned at [XC=0, 0, 0]
RV−COCKPIT−ENTRY FIA−LEG−0004 C Positioned at [XC=0, 0, 0]
RV−COCKPIT−DRIVER FIA−LEG−0006 D Positioned at [XC=0, 0, 0]
RS−FWD−FUEL−LIMIT FIA−LEG−0010 C Positioned at [XC=0, 0, 0]
RV−COCKPIT−HELMET FIA−LEG−0012 B Positioned at [XC=0, 0, 0]
RS−FWH−DRUM Positioned at
[XW, YW, ZW] = [0, 0, 0] (front wheel)
RS−RWH−DRUM Positioned at
[XW, YW, ZW] = [0, 0, 0] (rear wheel)

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RV−F−RIM−MIN FIA-LEG-0138 A Positioned at
[XW, YW, ZW] = [0, 0, 0] (front wheel)
RV−R−RIM−MIN FIA-LEG-0139 A Positioned at
[XW, YW, ZW] = [0, 0, 0] (rear wheel)
RV−DIFF FIA-LEG-0137 A Positioned at [XR=0, 0, 0]

3 ERS Reference Volume (RV−PU−ERS)


RV−PU−ERS is composed of the following elements:
3.1 The reference surface RS−PU−FWD−ERS must be positioned with the origin of the model at
[XPU<= −360, 0, 0].
3.2 On the plane XPU=0, a surface bounded by a polygon created by connecting the following
points in sequence [Y, Z]:
a. [0, 1]
b. [240, 1]
c. [280, 4.1]
d. [280,51]
e. [230,51]
f. [230, 380]
g. [0, 380]
h. [0, 1]
3.3 Once the surface in Article 3.2 is fully defined, it must be extruded in the direction [−1, 0, 0]
up to the plane XPU=−1500.
3.4 Once the volume in Article 3.3 is fully defined; it must be trimmed by the surface
RS−PU−FWD−ERS with all of the parts of the volume ahead of this surface being discarded.
3.5 The fully defined volume in Article 3.4 is RV−PU−ERS

4 Floor Body Reference Volume (RV−FLOOR−BODY)


RV−FLOOR−BODY is composed of the following elements:
4.1 On a plane through Z=0, a simple, closed polygon whose edges pass through the following [X,
Y] vertices sequentially:
a. [XF = 350, 0], [XF = 350, 25], [XF = 1400, 390], [XR = −1050, 390], [XR = −775, 350], [XR =
−475, 240], [XR= 165, 100], [XR= 165, 0], [XF = 350, 0].
4.2 Once the surface in §4.1 is fully defined, it must be extruded along Z to Z = 275.
4.3 Once the volume in §4.2 is fully defined, it must be trimmed with a plane passing through the
following three points with all material below the plane discarded.
a. [XF = 1650, 250, 0], [XF = 850, 250, 0], [XF = 1650, 375, 10].
4.4 Once the volume in §4.3 is fully defined, an edge radius of R25, applied to the external corner
that lies on the X−Aligned axis through [Y, Z] = [250, 0].
4.5 On a plane through Y=0, a section whose edges pass through the following [X, Z] vertices
sequentially:
a. [XF = 1450, 275], [XF = 1450, 75], [XR = −600, 75], [XR = −300, 175], [XR = 165, 200].
4.6 Once the section in §4.5 is fully defined it must be extruded along Y to Y= 400.

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4.7 Once the volume in §4.4 and the sheet in §4.6 are fully defined, the volume must be trimmed
with the sheet with all material above the sheet discarded.
4.8 Once the volume in §4.7 is fully defined, it must be trimmed with a plane passing through the
following three points with all material forward of the plane discarded.
a. [XF = 350, 0, 275], [XF = 425, 0, 0], [XF = 425, 75, 0].
4.9 On a plane through Z=50, a simple, closed polygon whose edges pass through the following
[X, Y] vertices sequentially:
a. [XF = 525, 0], [XF = 1200, 725], [XR = −350, 725], [XR = −350, 390], [XR = 165, 365], [XR =
165, 0], [XF = 525, 0].
4.10 Once the surface in §4.9 is fully defined, it must be extruded along Z to Z = 200.
4.11 On a plane through Y=0, a section whose edges pass through the following [X, Z] vertices
sequentially:
a. [XF = 525, 150], [XF = 1225, 150], [XF = 1625, 75], [XR = −600, 75], [XR = −300, 175], [XR
= 165, 200].
4.12 Once the section in §4.11 is fully defined, it must be extruded along Y to Y = 725.
4.13 Once the volume in §4.10 and the sheet in §4.12 are fully defined, the volume must be
trimmed with the sheet with all material above the sheet discarded.
4.14 On a plane through XF = 525, a section whose edges pass through the following [Y, Z] vertices
sequentially:
a. [0, 150], [300, 150], [725, 115].
4.15 Once the section in §4.14 is fully defined, it must be extruded along X to XF = 1500.
4.16 Once the volume in §4.13 and the sheet in §4.15 are fully defined, the volume must be
trimmed with the sheet with all material above the sheet discarded.
4.17 On a plane through XR = −600, a section whose edges pass through the following [Y, Z]
vertices sequentially:
a. [400, 175], [450, 75], [800, 75].
4.18 Once the section in §4.17 is fully defined, it must be extruded along X to XR = −350.
4.19 Once the volume in §4.16 and the sheet in §4.18 are fully defined, the volume must be
trimmed with the sheet with all material above the sheet discarded.
4.20 On a plane through Y=0, a simple, closed polygon whose edges pass through the following
[XR, Z] vertices sequentially:
a. [−450, 50], [165, 165], [165, 50], [−450, 50].
4.21 Once the surface in §4.20 is fully defined, it must be extruded along Y to Y = 345.
4.22 Once the volumes in §4.19 and §4.21 are fully defined, they must be combined with all
overlapping material discarded.
4.23 On a plane through Y=390, a section whose edges pass through the following [XR, Z] vertices
sequentially:
a. [−350, 50], [−325, 50], [−175, 100], [165, 100].
4.24 Once the section in §4.23 is fully defined, it must be extruded along Y to Y = 325.
4.25 Once the volume in §4.22 and the sheet in §4.24 are fully defined, the volume must be
trimmed with the sheet with all material below the sheet discarded.
4.26 Once the volumes in §4.8 and §4.25 are fully defined, they must be united to create a single
unified volume.
The fully defined volume in §4.26 is RV−FLOOR−BODY.

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5 Floor Foot Reference Volume (RV−FLOOR−FOOT)
RV−FLOOR−FOOT is composed of the following elements:
5.1 On a plane through Z = 50, a simple, closed polygon whose edges pass through the following
[XF, Y] vertices sequentially:
a. [650, 650], [650, 875], [725, 875], [1300, 710], [1110, 475], [1000, 600], [650, 650].
5.2 Once the surface in §5.1 is fully defined, it must be extruded along Z to Z = 100.
The fully defined volume in §5.2 is RV−FLOOR−FOOT.

6 Floor Board Reference Volume (RV−FLOOR−BOARD)


RV−FLOOR−BOARD is composed of the following elements:
6.1 On a plane through Z = 70, a simple, closed polygon whose edges pass through the following
[XF, Y] vertices sequentially:
a. [650, 875], [725, 875], [1300, 715], [1500, 650], [1500, 600], [650, 775], [650, 875].
6.2 Once the surface in §6.1 is fully defined, it must be extruded along Z to Z = 375.
6.3 Once the volume in §6.2 is fully defined, it must be trimmed with a plane passing through the
following three points with all material above the plane discarded.
a. [XF = 1500, 675, 200], [XF = 1500, 600, 200], [XF = 800, 875, 375].
The fully defined volume in §6.3 is RV−FLOOR−BOARD.

7 Floor Bib Reference Volume (RV−FLOOR−BIB)


RV−FLOOR−BIB is composed of the following elements:
7.1 On a plane through Z = 0, a simple, closed polygon whose edges pass through the following
[X, Y] vertices sequentially:
a. [XF = 425, 0], [XF = 425, 85], [XF = 800, 150], [XC = −700, 150], [XC = −700, 0], [XF = 425,
0].
7.2 Once the surface in §7.1 is fully defined, it must be extruded along Z to Z = 50.
The fully defined volume in §7.2 is RV−FLOOR−BIB.

8 Front Bodywork Reference Volume (RV−BODY−FRONT)


RV−BODY−FRONT is composed of the following elements:
8.1 A cylinder of diameter 11,000mm centred on the Y−Aligned axis [XC, Z] = [−1000, −4853],
extruded between Y = 0, to Y = 400.
8.2 On a plane through Y = 0, a simple, closed polygon whose edges pass through the following
[X, Z] vertices sequentially:
a. [XC = −875, 195], [XC = −875, 645], [XF = −1300, 645], [XF = −1300, 125], [XF = −1000,
125], [XC = −1830, 225], [XC = −875, 195].
8.3 Once the surface in §8.2 is fully defined, it must be extruded along Y to Y = 400.
8.4 Once the volumes in §8.1 and §8.3 are fully defined, they must be combined with ALL
non−overlapping regions discarded.
8.5 On a plane through Y = 0, a simple, closed polygon whose edges pass through the following
[XC, Z] vertices sequentially:
a. [−875, 0], [300, 0], [300, 970], [0, 970], [0, 770], [−350, 770], [−350, 645], [−875,
645], [−875, 0].
8.6 Once the surface in §8.5 is fully defined, it must be extruded along Y to Y = 400.

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8.7 Once the volumes in §8.4 and §8.6 are fully defined, they must be combined to make one
unified volume.
8.8 On a plane through Z = 0, a simple, closed polygon whose edges pass through the following
[X, Y] vertices sequentially:
a. [XF = −1300, 0], [XF = −1300, 150], [XC = −1830, 200], [XC = −1015, 265], [XC = −400,
400], [XC = 300, 400], [XC = 300, 0], [XF = −1300, 0].
8.9 Once the surface in §8.8 is fully defined, it must be extruded along Z to Z = 970.
8.10 Once the volumes in §8.7 and §8.9 are fully defined, they must be combined with all
non−overlapping regions discarded.
8.11 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [XC = 0, 150, 0], [XC = 300, 400, 970].
8.12 Once the volume in §8.11 is fully defined, it must be subtracted from the volume defined in
§8.10 to leave one unified volume.
The fully defined volume in §8.12 is RV−BODY−FRONT
8.13 RV−BODY−FRONT is further split by the planes defined in Article 2.7:
a. RV−NOSE refers to a sub part of RV−BODY−FRONT forward of XA = 0.
b. RV−CH−FRONT refers to a sub part of RV−BODY−FRONT between XA = 0 and a plane
through XC = −875.
c. RV−CH−MID refers to a sub part of RV−BODY−FRONT rearwards of a plane through
XC = −875.
The fully defined volume in §8.13a is RV−NOSE.
The fully defined volume in §8.13b is RV−CH−FRONT.
The fully defined volume in §8.13c is RV−CH−MID.

9 Survival Cell Front Minimum Reference Volume (RV−CH−FRONT−MIN)


RV−CH−FRONT−MIN is composed of the following elements:
9.1 A volume bounded by XC=−2030 and XC=−875 that must be symmetrical about Y=0, and when
cut with any X plane, the cross section must:
a. Contain a four−sided section, with two sides parallel to Z.
b. Have width that varies linearly from 268 at XC=−2030 to 380mm at XC=−1330 and then
linearly to 490mm at XC=−875.
c. Have height at Y=0 that varies linearly from 300 at XC=−2030 to 415 at XC=−875.
d. Have the side visible from above, a convex circular arc, with radius varying linearly from
R=400 at XC=−2030 to R=2500 at XC=−875.
e. Have the side visible from below, a convex circular arc, with a constant radius of
R=2500.
[Width at Xc=−1830 is 300mm. Height at Xc=−1830 is 320. Refer to supporting document for
further explanation]
9.2 Once the volume in §9.1 is fully defined, it must be trimmed with the plane XA=0 with all
material ahead of this plane discarded.
9.3 Once the volume in §9.2 is fully defined, radii with a convex radius of curvature of 50mm
must be applied to the longitudinal edges, drawn tangent to both surfaces and perpendicular
to the boundary.
The fully defined volume in §9.3 is RV−CH−FRONT−MIN.

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10 Mirror Body Reference Volume (RV−MIRROR−BODY)
RV−MIRROR−BODY is composed of the following elements:
10.1 On a plane through Z = 640, a simple, closed polygon whose edges pass through the following
[X, Y] vertices sequentially:
a. [XC = −830, 470], [XC = −730, 470], [XC = −650, 680], [XC = −750, 680], [XC = −830, 470].
10.2 Once the surface in §10.1 is fully defined, it must be extruded along Z to Z = 720.
The fully defined volume in §10.2 is RV−MIRROR−BODY.

11 Driver Cooling Reference Volume (RV−DRI−COOL)


RV−DRI−COOL is composed of the following elements:
11.1 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [XA = 100, 0, 550], [XA = 525, 100, 675].
11.2 A cylinder of diameter 11,040mm, centred on the Y−Aligned axis [XC, Z] = [−1000, −4855],
extruded between Y = 0, to Y = 100.
11.3 Once the volumes in §11.1 and §11.2 are fully defined, they must be combined with ALL
non−overlapping regions discarded.
The fully defined volume in §11.3 is RV−DRI−COOL.

12 Sidepod Reference Volume (RV−SIDEPOD)


RV−SIDEPOD is composed of the following elements:
12.1 On a plane through Z = 50, a simple, closed polygon whose edges pass through the following
[XF, Y] vertices sequentially:
a. [900, 0], [900, 275], [1200, 715], [1300, 715], [1300, 0], [900, 0].
12.2 Once the surface in §12.1 is fully defined, it must be extruded along Z to Z = 600.
The fully defined volume in §12.2 is RV−SIDEPOD.

13 Engine Cover Reference Volume (RV−EC)


RV−EC is composed of the following elements:
13.1 On a plane through Z = 50, a simple, closed polygon whose edges pass through the following
[X, Y] vertices sequentially:
a. [XF = 1300, 0], [XF = 1300, 715], [XR = −1300, 715], [XR = −50, 225], [XR = −50, 0], [XF =
1300, 0].
13.2 Once the surface in §13.1 is fully defined, it must be extruded along Z to Z = 600.
13.3 Once the volume in §13.2 is fully defined, it must be trimmed with a plane passing through
the following three points with all material above the plane discarded.
a. [XC, 0, 600], [XC, 725, 600], [XR = −50, 0, 350].
13.4 On a plane through Y=0, a simple, closed polygon whose edges pass through the following [X,
Z] vertices sequentially:
a. [XC = 300, 50], [XR = −50, 50], [XR = −50, 600], [XC = 500, 970], [XC = 300, 970], [XC =
300, 50].
13.5 Once the surface in §13.4 is fully defined, it must be extruded along Y to Y = 400.
13.6 On a plane through Y=0, a simple, closed polygon whose edges pass through the following [X,
Z] vertices sequentially:

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a. [XR = −160, 760], [XR = −395, 760], [XC = 500, 970], [XC = 500, 500], [XR = −160, 500], [XR
= −160, 760].
13.7 Once the surface in §13.6 is fully defined, it must be extruded along Y to Y = 25.
13.8 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [XC = 0, 150, 50], [XC = 300, 400, 970].
13.9 Once the volumes in §13.3, §13.5, §13.7 and §13.8 are fully defined they must be united to
create a single unified volume.
13.10 Once the volume in §13.9 is fully defined, it must be trimmed with a plane passing through
the following three points with all material outboard the plane discarded.
a. [XR = −1300, 715, 50], [XR = −1300, 715, 600], [XR= −50, 225, 50].
The fully defined volume in §13.10 is RVEC.

14 Bodywork Aperture Reference Volume (RV−BW−APERTURE)


RV−BW−APERTURE is composed of the following elements:
14.1 On a plane through Z = 400, a simple, closed polygon whose edges pass through the following
[X, Y] vertices sequentially:
a. [XF = 1400, 400], [XR = −850, 100], [XR = −850, 400], [XR = −1650, 600], [XF = 1400,
600], [XF = 1400, 400].
14.2 Once the surface in §14.1 is fully defined, it must be extruded along Z to Z = 700.
14.3 Once the volume in §14.2 is fully defined, it must be trimmed with the following planes.
a. A plane passing through the following three points with all material above the plane
discarded.
i. [XF = 1400, 400, 675], [XR = −850, 100, 700], [XR = −850, 400, 650].
b. A plane offset by 200mm, parallel to and below the plane defined in §14.3 (a) with
all material below the plane discarded.
The fully defined volume in §14.3 is RV−BW−APERTURE.

15 Tail Reference Volume (RV−TAIL)


RV−TAIL is composed of the following elements:
15.1 On a plane through Y = 0, a simple, closed polygon whose edges pass through the following
[XDIF, Z] vertices sequentially:
a. [−110, 0], [−110, 480], [10, 480], [350, 380], [760, 380], [760, 175], [350, 175], [10,
0], [−110, 0].
15.2 Once the surface in §15.1 is fully defined, it must be extruded along Y to Y = 125.
15.3 On a plane through Z = 0, a simple, closed polygon whose edges pass through the following
[XDIF, Y] vertices sequentially:
a. [−110, 0], [760, 0], [760, 60], [350, 60], [10, 125], [−110, 125], [−110, 0].
15.4 Once the surface in §15.3 is fully defined, it must be extruded along Z to Z = 480.
15.5 Once the volumes in §15.2 and §15.4 are fully defined, they must be combined with all
non−overlapping regions discarded.
The fully defined volume in §15.5 is RV−TAIL.

16 Tailpipe Reference Volume (RV−TAILPIPE)


RV−TAILPIPE is composed of the following elements:

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16.1 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [XR = −55, 0, 350], [XR = 250, 75, 550].
The fully defined volume in §16.1 is RV−TAILPIPE.

17 Front Wing Reference Section (RS−FW−SECTION)


RS−FW−SECTION is composed of the following elements:
17.1 A plane through the following three points:
a. [XF = −1250, 100, 0], [XF = −975, 700, 0], [XF = −975, 700, 275].
The fully defined plane in §17.1 is RS−FW−SECTION.

18 Front Wing Profiles Reference Volume (RV−FW−PROFILES)


RV−FW−PROFILES is composed of the following elements:
18.1 On a plane through XF = −1250, a simple, closed polygon whose edges pass through the
following [Y, Z] vertices sequentially:
a. [0, 60], [100, 60], [675, 150], [675, 275], [400, 275], [0, 125], [0,60].
18.2 Once the surface in §18.1 is fully defined, it must be extruded along X to XF = −500.
18.3 Once the volume in §18.2 is fully defined, it must be trimmed using the plane defined in
§17.1 with all material forward of the plane discarded.
18.4 Once the volume in §18.3 is fully defined, it must be trimmed with a plane passing through
the following three points with all material rearward of the plane discarded.
a. [XF = −750, 0, 0], [XF = −500, 400, 0], [XF = −500, 400, 275].
18.5 Once the volume in §18.4 is fully defined, it must be trimmed with a plane passing through
the following three points with all material below the plane discarded.
a. [XF = −750, 0, 110], [XF = −825, 675, 150], [XF = −500, 675, 225].
The fully defined volume in §18.5 is RV−FW−PROFILES.

19 Front Wing Endplate Body Reference Volume (RV−FWEP−BODY)


RV−FWEP−BODY is composed of the following elements:
19.1 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [XF = −1250, 600, 50], [XF = −300, 680, 375].
19.2 Once the volume in §19.1 is fully defined, it must be trimmed using the plane defined in
§17.1 with all material forward of the plane discarded.
19.3 A cylinder of diameter 825mm centred on the Y−Aligned axis [XF, Z] = [0, 360], extruded
between Y = 600, to Y = 900.
19.4 Once the cylinder in §19.3 is fully defined, it must be used to trim the volume in §19.2 with
both the cylinder and all overlapping regions discarded.
19.5 Once the volume in §19.4 is fully defined, it must be trimmed with a plane passing through
the following three points with all material above the plane discarded.
a. [XF = −675, 675, 375], [XF = −1050, 675, 225], [XF = −1050, 600, 225].
The fully defined volume in §19.5 is RV−FWEP−BODY.

20 Front Wing Endplate Outer Footplate Reference Volume (RV−FWEP−OFP)


RV−FWEP−OFP is composed of the following elements:
20.1 An axis−aligned cuboid, which has one interior diagonal defined by the points:

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© 2024 Fédération Internationale de l’Automobile Issue 8
a. [XF = −1250, 750, 50], [XF = −300, 900, 140].
20.2 Once the volume in §20.1 is fully defined, it must be trimmed using the plane defined in
§17.1 with all material forward of the plane discarded.
20.3 Once the volume in §20.2 is fully defined, it must be trimmed with the cylinder defined in
§19.3 with both the cylinder and all overlapping regions discarded.
The fully defined volume in §20.3 is RV−FWEP−OFP.

21 Front Wing Endplate Inner Footplate Reference Volume (RV−FWEP−IFP)


RV−FWEP−IFP is composed of the following elements:
21.1 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [XF = −1250, 600, 50], [XF = −300, 750, 85].
21.2 Once the volume in §21.1 is fully defined, it must be trimmed using the plane defined in
§17.1 with all material forward of the plane discarded.
The fully defined volume in §21.2 is RV−FWEP−IFP.

22 Front Wing Endplate Fence Reference Volume (RV−FWEP−FENCE)


RV−FWEP−FENCE is composed of the following elements:
22.1 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [XF = −825, 825, 50], [XF = −300, 900, 200].
22.2 Once the volume in §22.1 is fully defined, it must be trimmed with the cylinder defined in
§19.3, with both the cylinder and all overlapping regions discarded.
The fully defined volume in §22.2 is RV−FWEP−FENCE.

23 Front Wing Sensor Reference Volume (RV−FW−SENSOR)


RV−FW−SENSOR is composed of the following elements:
23.1 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [0, 0, 0], [60, 15, 50].
23.2 A cylinder of diameter 30mm centred on the X−Aligned axis [Y, Z] = [7.5, 50], extruded
between X = 0, to X = 60.
23.3 Once the volumes in §23.1 and §23.2 are fully defined, they must be united to create a single
unified volume.
The fully defined volume in §23.3 is RV−FW−SENSOR.

24 Camera 2 Reference Volume (RV−CAMERA−2)


RV−CAMERA−2 is composed of the following elements:
24.1 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [XF = −150, 0, 325], [XF = −450, 330, 550].
24.2 Once the volume in §24.1 is fully defined, it must be trimmed with a plane passing through
the following three points with all material above the plane discarded.
a. [XF = −1250, 0, 220], [XA, 0, 550], [XA, 200, 550].
24.3 Once the volume in §24.2 is fully defined, it must be trimmed with a plane passing through
the following three points with all material inboard of the plane discarded.
a. [XF = −1250, 85, 0], [XA, 135, 0], [XA, 135, 200].
The fully defined volume in §24.3 is RV−CAMERA−2.

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25 Rear Wing Profiles Reference Volume (RV−RW−PROFILES)
RV−RW−PROFILES is composed of the following elements:
25.1 An axis−aligned cuboid, which has one interior diagonal defined by the points:
a. [XR = 240, 0, 700], [XR = 630, 575, 880].
25.2 Once the volume in §25.1 is fully defined, it must be trimmed with a plane passing through
the following three points with all material below the plane discarded.
a. [XR = 240, 100, 700], [XR = 240, 575, 750], [XR = 630, 575, 750].
The fully defined volume in §25.2 is RV−RW−PROFILES.

26 Rear Wing Endplate Volume (RV−RWEP−BODY)


RV−RWEP−BODY is composed of the following elements:
26.1 On a plane through XR = 225, a simple, closed polygon whose edges pass through the
following [Y, Z] vertices sequentially:
a. [350, 250], [350, 425], [540, 700], [540, 880], [575, 880], [575, 675], [375, 375], [375,
250], [350, 250].
26.2 Once the surface in §26.1 is fully defined, it must be extruded along X to XR = 750.
26.3 Once the volume in §26.2 is fully defined, it must be trimmed with the following planes.
a. A plane passing through the following points [XR, Y, Z], with all material forward of
the plane discarded:
i. [225, 575, 650], [375, 575, 250], [375, 375, 250].
b. A plane passing through the following points [XR, Y, Z], with all material rearward of
the plane discarded:
i. [750, 575, 625], [625, 575, 250], [625, 375, 250].
c. A plane passing through following points [XR, Y, Z], with all material below the plane
discarded:
i. [450, 425, 250], [750, 425, 325], [750, 400, 325].
The fully defined volume in §26.3 is RV−RWEP−BODY.

27 Rear Wing Pylon Reference Volume (RV−RW−PYLON)


RV−RW−PYLON is composed of the following elements:
27.1 On a plane through Y=25, a simple, closed polygon whose edges pass through the following
[X, Z] vertices sequentially:
a. [XR, 300], [XR, 450], [XR = 250, 775], [XR = 375, 775], [XDIF = 375, 300], [XR, 300].
27.2 Once the surface in §27.1 is fully defined, it must be extruded along Y to Y = 80.
The fully defined volume in §27.2 is RV−RW−PYLON.

28 Front Wheel Scoop Reference Volume (RV‑FWH‑SCO)


RV‑FWH‑SCO is composed of the following elements:
28.1 A cylinder of diameter 440mm, centred on the YW−Aligned axis [XW, ZW] = [0, 0] and extruded
between YW = −6, to YW = 150.
28.2 Once the volume in §28.1 is fully defined, it must be trimmed with the following planes:
a. A plane passing through ZW = 125, with all material above the plane discarded.
b. A plane passing through the following three points [XW, YW, ZW], with all material
inboard of the plane discarded.

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i. [0, 150, 20], [0, 0, −100], [50, 0, −100].
c. A plane passing through the following three points [XW, YW, ZW], with all material
rearward of the plane discarded.
i. [0, 150, 20], [100, 150, 200], [200, 0, −100].
The fully defined volume in §28.2 is RV−FWH−SCOOP.

29 Rear Wheel Scoop Reference Volume (RV‑RWH‑SCO)


RV‑RWH‑SCO is composed of the following elements:
29.1 A cylinder of diameter 440mm, centred on the YW−Aligned axis [XW, ZW] = [0, 0] and extruded
between YW = −6, to YW = 60.
29.2 Once the volume in §29.1 is fully defined, it must be trimmed with a plane through ZW = 0,
with all material below the plane discarded.
The fully defined volume in §29.2 is RV‑RWH‑SCO.

30 Rear Wheel Lip Reference Volume (RV‑RWH‑LIP)


RV‑RWH‑LIP is composed of the following elements:
30.1 A hollow cylinder of internal diameter 390mm and external diameter 700mm, centred on the
YW−Aligned axis [XW, ZW] = [0, 0] and extruded between YW = −6, to YW = 60.
30.2 Once the volume in 30.1 is fully defined, it must be trimmed with the following planes.
a. A plane passing through ZW = 0, with all material below the plane discarded.
b. A plane passing through ZW = 195, with all material above the plane discarded.
c. A plane passing through XW = 0, with all material behind the plane discarded.
The fully defined volume in §30.2 is RV‑RWH‑LIP.

31 Stay / Bracket / Support / Fairing Reference Volumes


Each individual Stay, Bracket, Support or Fairing Volume is composed of the elements listed,
by row, in the following table.
In each row, the fully defined Reference Volume is an axis−aligned cuboid, which has one
interior diagonal defined by the listed points.

31. Name Code (RV−) Point 1 [X, Y, Z] Point 2 [X, Y, Z]

1 Lifting Strap STRAP [XC = −25, 0, 700] [XC = 150, 150, 825]

2 Mirror Inner Stay MIRROR−ISTAY [XC = −830, 175, 600] [XC = −730, 470, 665]

3 Mirror Rear Stay MIRROR−RSTAY [XC = −765, 530, 500] [XC = −450, 630, 640]

4 Tailpipe Bracket TAILPIPE−BRACKET [0, 0, 0] [30, 25,55]

5 Front Wing Pylon FW−PYLON [XF = −1200, 50, 60] [XF = −1025, 150, 200]

6 Front Wing Flap Hanger FW−HANGER [0, 0, 0] [40, 10, 50]

7 FW Adjuster Plate FW−ADJUSTER [0, 0, 0] [175, 5, 100]

8 Front Wing Separator FW−SEPARATOR [0, 0, 0] [30, 10, 30]

9 Rear Wing Brace RW−BRACE [XR = 400, 0, 310] [XR = 500, 375, 350]

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10 Rear Wing Flap Hanger RW−HANGER [0, 0, 0] [40, 10, 50]

11 Rear Wing Separator RW−SEPARATOR [0, 0, 0] [30, 10, 30]

12 Rear Wing Fairing RW−FAIRING [XR = 250, 0, 725] [XR = 600, 25, 900]

13 Rear Wing Bracket RW−BRACKET [XR = 0, 0, 0] [XR = 60, 30, 30]

14 Secondary Roll SECONDARY−ROLL [XC = −1066, −25, 600] [XC = −835, 25, 705]

15 Slip Sensor SLIP [XF = 50, −25, 120] [XF = 450, 25, 250]

32 Reference Surfaces
Each individual Reference Surface is composed of the elements listed, by row, in the
following table.
Each fully defined Reference Surface is a simple, closed polygon, that lies exactly on the listed
plane, with edges that pass through the listed vertices sequentially.

32. Name Code (RS−) Plane Ref. Vertices

FLOOR−BO [XF = 700, 0], [XF = 1300, 720], [XR = −360, 720], [XR =
1 Floor Body Z = 450 [X, Y]
DY −360, 370], [XR = 120, 350], [XR = 120, 0], [XF = 700, 0].

[XF = 575, 0], [XF = 575, 50], [XF = 1400, 310], [XR =
Floor FLOOR−RE
2 Z = 50 [X, Y] −1100, 310], [XR = −800, 260], [XR = −590, 200], [XR =
Reference F
−600, 0], [XF = 575, 0].

[XF = 1100, 300], [XF = 1400, 390], [XR = −1150, 390], [XR
FLOOR−ST = −775, 350], [XR = −575, 280], [XR = −490, 425], [XR =
3 Floor Step Z = 50 [X, Y]
EP −375, 425], [XR = −375, 690], [XF = 1400, 690], [XF =
1100, 300].

FLOOR−FO [690, 670], [690, 850], [1280, 690], [1150, 530], [1000,
4 Floor Foot Z = 50 [XF, Y]
OT 630], [690, 670],

FLOOR−BO
5 Floor Board Y = 600 [XF, Z] [675, 325], [1475, 150], [1475, 80], [675, 80], [675, 325]
ARD

[XF = −1200, 0], [XF = −1175, 100], [XA, 150], [XA, 0], [XF =
6 Nose NOSE Z=0 [X, Y]
−1200, 0]

[XR = −53, 50], [XR = −53, 570], [XR = −165, 605], [XR =
7 Engine Cover EC Y=0 [X, Z] −165, 755], [XR = −400, 755], [XC = 300, 967], [XC = 300,
50], [XR = −53, 50]

Bodywork BW−APERT [XC = −400, 400], [XR = −850, 100], [XR = −850, 400], [XC,
8 Z = 400 [X, Y]
Aperture URE 600], [XC = −400, 600], [XC = −400, 400]

Front Wing FW−PROFI [−1225, 0], [−975, 675], [−650, 675], [−850, 0], [−1225,
9 Z=0 [XF, Y]
Profiles LES 0]

Front Wing [−880, 895], [−325, 895], [−325, 670], [−980, 670],
10 FWEP−TOP Z=0 [XF, Y]
Endplate Top [−880, 895]

Front Wing FWEP−SID [−975, 55], [−975, 225], [−650, 370], [−420, 370], [−410,
11 Y = 700 [XF, Z]
Endplate Side E 225], [−305, 55], [−975, 55]

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© 2024 Fédération Internationale de l’Automobile Issue 8
Rear Wing [310, 870], [740, 870], [740, 700], [630, 350], [400,
12 RWEP Y=0 [XR, Z]
Endplate 275], [230, 700], [245, 800], [310, 870]

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APPENDIX 2: DRAWINGS

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2026 Formula 1 Technical Regulations 176 24 June 2024
© 2024 Fédération Internationale de l’Automobile Issue 8
APPENDIX 3: POWER UNIT SYSTEMS, FUNCTIONS, COMPONENTS AND SUPPLY
PERIMETER
Table 1: ‘Power Unit Components’ below provides all category allocations and specific permissible
upgrade schedule for every part of the PU.
Column 1 provides a description of the general area of the PU for the rows bracketed by the
description and is for reference only.
Column 2, ‘Item No’ provides a sequential item number for ease of navigation within the table and is
for reference only.
Column 3, ‘List of PU functions/systems/components’ provides a description of the functions,
systems and components in enough detail to place any aspect of the PU into one of the columns. The
understanding of what each of the elements listed refers to will be taken as that which is widely
understood unless there are specific definitions elsewhere in the regulations. For these items, the
definition will take precedence.
Column 4, ‘PU Element’ identifies which of the six ‘Sealed Perimeter’ PU elements (ICE, TC, EXH,
MGU-K, ESME or PU-CE) the item belongs to (see also Column 5). If the item does not belong to any
of these six elements, then ‘EXC’ is shown in the column.
Column 5, ’Sealed Perimeter’ differentiates those items included in a PU element sealed perimeter
(‘INC’) and those items excluded from a PU element sealed perimeter (‘EXC’).
The parts listed as ‘INC’ are included within the PU element shown in Column 4. Treatment of these
items is defined in Article 2 of the F1 Sporting Regulations.
The parts listed as ‘EXC’ are not part of a PU element. Treatment of these items is defined in Article 2
of the F1 Sporting regulations.
Column 6, ‘Supply Perimeter’ differentiates those items included in the PU supply within Power Unit
Maximum Supply Price described in Tech Regs Appendix 5 Article 1.4.
Column 7, ‘Reference Volume’ identifies which of the four PU Reference Volumes (RV-PU-; ICE, OT,
TC or ERS) defined in Appendix 1 of these regulations the item belongs to. If the item does not belong
to any of these four elements, the ‘EXC’ is shown in the column.
Column 8, ‘PU Mass Group’ identifies which of the four PU Mass Groups (ICE, TC, MGU-K or ESME)
the item belongs to. The minimum masses of the mass groups are defined in Articles 5.7.1, 5.5.4,
5.20.7 and 5.19.9 respectively. If the item does not belong to any of these four elements, the ‘EXC’ is
shown in the column. For reference, Drawing 9 summarises all masses involved.
Columns 9-14, Upgrade Schedule (Homologation Status)’ is described in Appendix 4.
Columns 9-13 show which season the upgrades described in Appendix 4, Article 3 are permitted. A
tick in a green cell indicates that the item may be upgraded for that season while a cross in a red cell
indicates the item may not be upgraded in that season and must be carried over from the previous
season – both subject to the provisions described in Appendix 4, Article 3.
Column 14 refers to items that may be upgraded as described in Appendix 4, Article 4 – Additional
Development and Upgrade Opportunities. A tick in a green cell indicates that the item may be
upgraded if the PU Manufacturer is granted ADUO status. A cross in a red cell indicates that no
upgrade is permitted even if the PU Manufacturer is granted ADUO status.
Column 15, ‘Component Classification’ identifies which classification of components the item
belongs to.
PU component classifications are described in Article 18 of these regulations and any item so
regulated will be shown as one of the four PU component classifications (LPUC, SSPUC, OSPUC or
DSPUC).
For those items associated with a car component classification, the table will show ‘App 5’ referring
to Appendix 5 of the 2023 Technical Regulations. Once the 2026 Technical Regulations are
subsequently expanded to include articles pertaining to the car, the references to App 5 will be
replaced with the correct car component classification.

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© 2024 Fédération Internationale de l’Automobile Issue 8
Column 16, ‘Ancillary Components’ identifies those items which are considered as ancillaries,
included in the sealed perimeter, and which are subject to the provisions of Article 2.1.4 of the
Sporting Regulations.
Any other non-listed ancillary parts, considered minor but which are necessary for the assembly and
normal operation of the Power Unit, must be considered as belonging to the main component they
are attached to. As such, they benefit from the same category allocations except for the sealed
perimeter from which they are excluded. Such parts are typically mountings, brackets, fixings, tubes,
hoses, screws, bolts, studs, shims, nuts, washers, gaskets, O-rings and other seals. It is accepted that
such parts can cross the boundaries between 2 reference volumes when they create a link between
components belonging to these 2 volumes.

Table 1: Power Unit Components


UPGRADE SCHEDULE

PU MASS GROUP

CLASSIFICATION

COMPONENTS
COMPONENT
PU ELEMENT
List of PU (HOMOLOGATION

PERIMETER

PERIMETER
REFERENCE

ANCILLARY
VOLUME
Item No
PU Area

SUPPLY
SEALED
functions/ STATUS)
systems/

ADUO
2026
2027
2028
2029
2030
components

Main ICE assembly


comprising Crankcase,
Cylinder heads (except
combustion chamber and
ports machining),
Crankshaft, Camshaft
(excluding camshaft lobe
profiles), Cam drive, Cam
covers, Front and rear
1
covers, Valvegear (valves,
ICE INC INC ICE ICE       LPUC
finger followers, air spring
sub-assemblies), Internal
gear drives, any part which
provides a structural
connection between the
survival cell and the gearbox
case through the ICE
ICE ASSEMBLY

mounting studs.
ICE-mounted water pumps,
ICE oil pumps, ICE oil
scavenge pumps, any air/oil
separator Non-hydraulic
2
actuators (to allow PU to
ICE INC INC ICE ICE       LPUC YES
function), ICE-mounted air
valve compressors and
storage bottles.
3 Flywheel EXC EXC INC EXC ICE App 5
Main ICE assembly
comprising Combustion
chamber surface and pre-
chamber detail within
4
cylinder heads, piston,
ICE INC INC ICE ICE       LPUC
connecting rod, camshaft
lobe profiles, intake and
exhaust ports.
Trumpets, Throttle system,
5
Plenum
ICE INC INC ICE ICE       LPUC YES

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© 2024 Fédération Internationale de l’Automobile Issue 8
UPGRADE SCHEDULE

PU MASS GROUP

CLASSIFICATION

COMPONENTS
COMPONENT
PU ELEMENT
List of PU (HOMOLOGATION

PERIMETER

PERIMETER
REFERENCE

ANCILLARY
VOLUME
Item No
PU Area

SUPPLY
SEALED
functions/ STATUS)
systems/

ADUO
2026
2027
2028
2029
2030
components

ICE intake air system


components, other than
6 those included in item 5 and ICE INC INC EXC ICE       LPUC YES
downstream of those
included in item 52
PU mounted fuel system
7 components: (e.g., High ICE INC INC ICE ICE       LPUC YES
Pressure fuel hose, fuel rail)
High Pressure Fuel Pump
8
[5.1.10]
ICE INC INC ICE ICE       SSPUC YES

9 ICE Fluid Filters (Oil, Fuel) ICE EXC INC ICE ICE       LPUC
10 Fuel Injectors ICE INC INC ICE ICE       SSPUC YES
Fuel Injector spray pattern
11
tuning feature
ICE INC INC ICE ICE       LPUC

12 Knock Sensors [5.1.8] ICE EXC INC ICE ICE       SSPUC


13 Spark Plugs ICE EXC INC ICE ICE       LPUC
Engine exhaust system
(including thermal
EXHAUST

14
insulation, excluding
EXH INC INC ICE ICE       LPUC
fasteners and seals)
15 Exhaust fasteners and seals EXH EXC INC ICE ICE       LPUC
TURBOCHARGER - Includes
Compressor and Turbine
TC
Wheels, Shaft, Bearings,
16
Centre, Compressor and
TC INC INC TC and       LPUC
ICE
TURBO

Turbine Housings, Inlet VG


Device
Turbocharger-mounted
TC
electrical components (e.g.
17
wiring looms, non-regulatory
TC EXC INC TC and       LPUC
ICE
sensors)
WG / POP-OFF

18 Wastegate or similar EXH INC INC ICE ICE       OSPUC YES

19 Pop-off valve or similar ICE INC INC ICE ICE       OSPUC YES

ICE or EXH-mounted
electrical components (e.g.,
20 wiring looms within legality ICE EXC INC ICE ICE       LPUC
volume, non-regulatory-
ICE ELECTRICAL

sensors, actuators)
Clutch shaft regulatory
21 EXC EXC EXC EXC EXC App 5
torque sensor
ICE-mounted regulatory
22 temperature and pressure ICE EXC INC ICE ICE       SSPUC
sensors
23 Ignition coils ICE EXC INC ICE ICE       DSPUC

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© 2024 Fédération Internationale de l’Automobile Issue 8
UPGRADE SCHEDULE

PU MASS GROUP

CLASSIFICATION

COMPONENTS
COMPONENT
PU ELEMENT
List of PU (HOMOLOGATION

PERIMETER

PERIMETER
REFERENCE

ANCILLARY
VOLUME
Item No
PU Area

SUPPLY
SEALED
functions/ STATUS)
systems/

ADUO
2026
2027
2028
2029
2030
components

24 FIA Standard ECU. EXC EXC EXC EXC EXC App 5

MGU-K excluding
25 mechanical power MGU-K INC INC ERS MGU-K       LPUC
transmission components
MGU-K mechanical power
ICE ICE MGU-K
26
transmission components,
and/or INC INC or and/or       LPUC
housing assembly and ERS ICE
MGU-K
mounting accessories
ICE MGU-K
MGU-K regulatory Torque
27
sensor
MGU-K EXC INC or or       SSPUC
ERS ICE
The MGU-K torque sensor
ERS - MGU-K

shaft, mounting accessories ICE


ICE MGU-K
and the mechanical and/
28
connection elements
and/or EXC INC
or
or       LPUC
MGU-K ICE
between K and ICE, if ERS
applicable.
ERS-K phase conductors,
associated interfaces and
29
mounting accessories. MGU-
MGU-K EXC INC ERS MGU-K       LPUC
K terminal box
MGU-K electrical
components fitted outside
30 of sealed perimeter of item MGU-K EXC INC ERS MGU-K       LPUC
20 (e.g. wiring looms, non-
regulatory sensors)

31 ES Main Enclosure (ESME) ES INC INC ERS ESME       LPUC

32 Energy Store ES INC INC ERS ESME       LPUC


Regulatory DC sensors and
33
Insulation monitoring device
ES EXC INC ERS ESME       SSPUC
ERS - ES

Safety devices (Fuses,


34 ES EXC INC ERS ESME       LPUC
Contactors, MSD, relays)
Busbars, connectors
conductors, looms or any
other component fitted
35
inside the ESME that is not
ES EXC INC ERS ESME       LPUC
explicitly mentioned in any
other rows of this table.

36 CU-K PU-CE INC INC ERS ESME       LPUC

37 DC-DC Unit      
PU-CE

PU-CE INC INC ERS ESME LPUC


Powerbox (ignition,
38 injection, high pressure fuel PU-CE EXC INC EXC ICE       SSPUC
pump driver)

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© 2024 Fédération Internationale de l’Automobile Issue 8
UPGRADE SCHEDULE

PU MASS GROUP

CLASSIFICATION

COMPONENTS
COMPONENT
PU ELEMENT
List of PU (HOMOLOGATION

PERIMETER

PERIMETER
REFERENCE

ANCILLARY
VOLUME
Item No
PU Area

SUPPLY
SEALED
functions/ STATUS)
systems/

ADUO
2026
2027
2028
2029
2030
components

General electrical devices


including Power distribution
ICE
board, Driver for PU electric
39
pumps, LV fuse box and any
PU-CE INC INC EXC or       LPUC
ESME
electronic box exclusively
used for PU functionalities.

40 Main PU oil tank ICE INC INC OT ICE       LPUC YES


OIL TANK

41 Oil level sensor ICE EXC INC OT ICE       SSPUC

Catch tanks, any breather OT


42 system connected to the PU ICE INC INC and ICE       LPUC YES
excluding tubes and hoses ICE
Fuel cell including fuel bag,
43 EXC EXC EXC EXC EXC App 5
internal baffles/foam, fixings
44 Lift pump(s) and filter(s) EXC EXC EXC EXC EXC App 5
Collector including any
NRVs, pressure sensors, level
45 sensors, fill/drain ports, EXC EXC EXC EXC EXC App 5
PRVs, running bleeds, filters,
FUEL CELL

FIA sample tube


46 Primer pump(s) EXC EXC EXC EXC EXC App 5
Pressure and temperature
sensors at inlet and outlet of
47 EXC EXC EXC EXC EXC App 5
FFMs and at inlet to high
pressure fuel pump
FFM (regulatory fuel flow
48 EXC EXC EXC EXC EXC App 5
meter) [5.1.11]
Breakaway valves and any
49 EXC EXC EXC EXC EXC App 5
filters
Secondary heat exchangers
for water and oil plus any
associated accessories,
50 EXC EXC EXC EXC EXC App 5
header tanks, connections to
the ICE, tubes, pipes, hoses,
and fixings
Primary heat exchangers for
water, oil and any associated
ICE COOLERS

accessories, header tanks,


51 EXC EXC EXC EXC EXC App 5
connections to the ICE,
tubes, pipes, hoses, and
fixings
ICE intake air heat
exchangers and their
associated accessories
52 (including but not limited to EXC EXC EXC EXC EXC App 5
housings, supports, brackets,
fasteners and maximum 2
simple and smooth bore

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UPGRADE SCHEDULE

PU MASS GROUP

CLASSIFICATION

COMPONENTS
COMPONENT
PU ELEMENT
List of PU (HOMOLOGATION

PERIMETER

PERIMETER
REFERENCE

ANCILLARY
VOLUME
Item No
PU Area

SUPPLY
SEALED
functions/ STATUS)
systems/

ADUO
2026
2027
2028
2029
2030
components

outlet tubes for intake air


lines)

ICE-mounted ERS cooling


system including pumps, ICE
53 associated motors, PU-CE INC INC and/ ICE      LPUC YES
actuators, excluding tubes, or ERS
and hoses
Non ICE-mounted ERS
cooling system including ICE
ERS COOLING

54 pumps, associated motors, PU-CE INC INC and/ ESME      LPUC YES
actuators, excluding tubes or ERS
and hoses
Secondary heat exchangers
for ERS cooling fluid plus any
55 associated accessories, EXC EXC EXC EXC EXC App 5
header tanks, tubes, pipes,
hoses, and fixings
ICE-mounted ERS cooling
56
system filters
PU-CE EXC INC ICE ICE      LPUC
Clutch and clutch actuation
CLUTCH

57 system between the PU and EXC EXC EXC EXC EXC App 5
the gearbox
ICE-mounted hydraulic
pump including associated
58 EXC EXC EXC EXC EXC App 5
brackets, fixings, tubes and
hoses
Hydraulic system servo
59
valve(s) for PU control.
ICE INC INC EXC ICE       LPUC YES
HYDRAULICS

Hydraulic system actuator(s)


60
for PU control
ICE INC INC ICE ICE       LPUC YES
Hydraulic system (e.g.,
accumulators, manifolds,
servo-valves, solenoids,
61 EXC EXC EXC EXC EXC App 5
actuators, hoses) other than
servo valve(s) and
actuator(s) for PU control.
ICE-mounted hydraulic
62
circuit filters
ICE EXC INC EXC ICE      LPUC
Fuel feed pumps delivering
less than 10 barG and their
associated accessories
INSTALLATION AND

63 EXC EXC EXC EXC EXC App. 5


MISCELLANEOUS

(included but not limited to


tubes, hoses, supports,
brackets, and fasteners).
Heat Shields and associated
64 mounting hardware. EXC EXC EXC EXC EXC App. 5

65 PU air valve regulators ICE EXC INC EXC ICE      LPUC

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UPGRADE SCHEDULE

PU MASS GROUP

CLASSIFICATION

COMPONENTS
COMPONENT
PU ELEMENT
List of PU (HOMOLOGATION

PERIMETER

PERIMETER
REFERENCE

ANCILLARY
VOLUME
Item No
PU Area

SUPPLY
SEALED
functions/ STATUS)
systems/

ADUO
2026
2027
2028
2029
2030
components

Any ancillary equipment


associated with the PU air
66 valve system excluding ICE EXC INC EXC ICE      LPUC
regulators (e.g., pneumatic
bottles, hoses, filling valves).
Intake upstream of
compressor inlet/VG Intake
67 EXC EXC EXC EXC EXC App. 5
device up to and including
the air filter.
Exhaust beyond turbine exit
and WG exit and associated
68 brackets, support, screws, EXC EXC EXC EXC EXC App. 5
nuts, dowels, washers, or
cables.
Any breather system ducting
69 between the PU and the EXC EXC EXC EXC EXC App. 5
orifice referenced in 5.3.9.
Wiring harnesses attached
to the PU which are not
70 EXC EXC EXC EXC EXC App. 5
ordinarily part of a power
unit (car looms)
Studs used to mount PU to
71 EXC EXC EXC EXC EXC App. 5
the Survival Cell or gearbox.
Boost pressure
72
measurement devices
EXC EXC INC EXC EXC       SSPUC

73 Lambda sensor(s) [5.10.4] EXC EXC INC EXC EXC       DSPUC

74 Fuel EXC EXC EXC EXC EXC      


75 Engine oil EXC EXC EXC EXC EXC      
FLUIDS

76 Hydraulic fluid EXC EXC EXC EXC EXC      


77 ICE Coolant EXC EXC EXC EXC EXC      
78 ERS Coolant EXC EXC EXC EXC EXC      
Any ballast mounted on the
PU in order to reach the
BALLAST

79 mass requirement is ICE INC INC ICE ICE      LPUC


permitted (subject to Article
4.4)

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Table 2: ‘Additional Power Unit matters affecting the Supply Perimeter’ below relates to additional
PU functions, systems and components not included within the PU component definition defined in
Table 1 and classifies them as included in or excluded from the Supply Perimeter.
Column 1 provides a description of the general area of the PU – in this case Operational matters and
is for reference only.
Column 2, ‘Item No’ provides a continuation of the sequential item number from Table 1 for ease of
navigation within the table and is for reference only.
Column 3, ‘List of PU functions/systems/components’ provides a description of the functions,
systems and components in enough detail to differentiate what is included in or excluded from the
Supply Perimeter.
place any aspect of the PU supply described into one of the columns. The understanding of what
each of the elements listed refers to will be taken as that which is widely understood unless there are
specific definitions elsewhere in the regulations. For these items, the definition will take precedence.
Column 4, ‘Supply Perimeter’ differentiates those items included in the PU supply within Power Unit
Maximum Supply Price described in Tech Regs Appendix 5 Article 1.4. ‘INC’ is included in the Supply
Perimeter and ‘EXC’ is excluded from the Supply Perimeter.

Table 2: Additional Power Unit matters affecting the Supply Perimeter


List of PU

PERIMETER
Item No

SUPPLY
functions/
systems/
components
80 PU and spares for all Competitions in F1 World Championship plus 5000 km testing. INC
Minimum number of PUs per team to be (number of PUs per driver per season according to F1 Sporting
81 INC
Regulations) x 2 + Necessary number of units to achieve 5000 km of testing.
Additional PUs or spares required to replace units out of service due to accident damage or other cause
82 EXC
induced by team will be outside the supply perimeter and will incur additional charges
83 Demo event Power Units EXC
Operational

84 Transport of Power Units and support equipment from Manufacturer’s factory to event EXC
85 Personnel to support Power Unit (5 people per Competitor) at test and race events INC
86 Travel, accommodation, and reasonable expenses for support personnel EXC
87 Quantity of manufacturer specified fuel and oil EXC
88 Garage equipment defined as compulsory by Manufacturer (e.g., battery management) INC
89 Garage IT equipment, connection to factory, servers, telemetry, radio, team clothing EXC
90 Dyno testing of installation components (Y hours or km) EXC

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APPENDIX 4: HOMOLOGATION AND DEVELOPMENT OF POWER UNITS, FUEL
AND OIL FOR 2026-2030

1 Homologation dossier
1.1 Any PU Manufacturer registered in accordance with the procedures set out in Article 1 of
Appendix 5 to supply Power Units for use by one or more Competitors in the 2026 to 2030
Championships must submit to the FIA a Power Unit homologation dossier before 1 March of
the first year in which it intends to supply such power unit for use during the Championship
period indicated. Each PU Manufacturer shall be permitted to present only one homologation
dossier with respect to the period and the homologation granted will be valid until the end of
the 2030 Championship.
1.2 The homologation dossier must:
a. nclude details of all the parts described as “ICE”, “PU-CE”, “EXH”, “TC”, “ES” and “MGU-
K” in the “PU ELEMENT” column of Appendix 3 of the Technical Regulations.
b. include a detailed list of all minor parts associated with ancillary components (as
described in Appendix 3 of the Technical Regulations) which may be replaced when
those components are fitted, removed or swapped between Power Units. This list must
be approved by the FIA.
c. include all documents required in Article 1 of this Appendix.
d. be submitted and updated according to the procedure detailed in the Appendix of the
Regulations.
1.3 A Power Unit will be homologated for a Competitor once a complete homologation dossier
has been submitted by the relevant Power Unit Manufacturer and has been approved by the
FIA, such approval to take place within 14 days from the submission of the homologation
dossier.
1.4 Each Power Unit Manufacturer must submit one homologation dossier which applies to all
Competitors it intends to supply. Only the fuel specification, the engine oil specification, the
hoses defined in item 66 of Appendix 3 and Power Unit wirings may differ between
Competitors. In this event they must be declared separately in the dedicated sections of the
homologation dossier.
All Power Units supplied by a single Power Unit Manufacturer must also be operated in the
same way, they must therefore be:
a. Identical according to the dossier for each Competitor.
b. Run with identical software for PU control and capable of being operated in precisely
the same way.
c. Run with identical specifications of engine oil and fuel, and associated software
calibrations, unless an alternative supplier is preferred by a customer Competitor.
1.5 PU Manufacturers carrying out modifications to the homologated Power Unit under the
provisions of Article 3 of this Appendix must submit to the FIA an updated homologation
dossier at least 14 days before the first introduction of the requested modifications in a
Competition. The homologation dossier thus submitted:
a. Will not constitute a new dossier but will instead be considered as updates to the initial
dossier
b. Must have a clear indication of version number, and all the new changes appropriately
highlighted.

2 Information provided by the PU Manufacturer to their customer Competitors


Any PU Manufacturer intending to supply a Power Unit to a Competitor during a
Championship (year N) must:

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a. Declare to the FIA, before 1 August of year N-1, that they provided to their customer
Competitors:
i. An initial full external space model of the Power Unit including details and
locations of all physical interfaces required by the team to install the Power Unit.
ii. Preliminary estimates of important operating parameters such as heat rejection,
fuel mass and density, clutch shaft stiffness and engine stiffness.
b. Declare to the FIA, before 1 November of year N-1, that they provided to their
customer Competitors:
i. A final full external space model of the Power Unit including details and locations
of all physical interfaces required by the team to install the Power Unit.
ii. Firm predictions of important operating parameters such as heat rejection, fuel
mass and density, clutch shaft stiffness and engine stiffness.
iii. Initial details of any other parts, procedures, operating conditions and limits or
any other information required by the team to install and operate the Power Unit
as intended.
After the 1 August of year N-1, any significant change compared to previous communication,
must be notified to the customer Competitors in due time. Should a customer Competitor
consider that the change has an unreasonable impact on the Power Unit installation in the
car, they may contact the FIA within 7 days of the notification. The FIA will then contact the
relevant PU Manufacturer and its customer Competitors in order to conduct its investigation.
If the FIA is satisfied, in its absolute discretion, that these changes are acceptable, the FIA will
confirm to the PU Manufacturer and the customer Competitors within 14 days that they may
be carried out.

3 Permitted upgrades for the Power Unit


3.1 Following the first homologation of a Power Unit by a PU Manufacturer in the period 2026-
2030, upgrades to Power Unit components may only be carried out if they are specifically
covered by the provisions of this Article 3.
3.2 For the years 2027, 2028, 2029 and 2030, upgrades to the components marked with a “” in
the table of Appendix 3, in the relevant column for each year, may be carried out. Such
upgrades must be introduced for the first Competition of the year when they are allowed and
used for the whole Championship season.
3.3 PU Manufacturers who fulfil the criteria described by Article 4 of this Appendix in year N, will
be permitted to upgrade the components marked with a “” in the column “ADUO” in the
table of Appendix 3 for the first Competition in year N+1.
3.4 Components may be modified in order to comply with an amendment to the published
regulations or issued FIA guidance. Such modifications must be first approved by the FIA.
3.5 Minimal incidental changes may be carried out for car installation purposes to the following
components of the Power Unit, subject to the approval process outlined in Article 3.10.a of
this Appendix:
a. Wirings
b. Exhaust system, provided the key defining parameters of the system (diameters,
lengths, etc.) remain fundamentally unchanged
c. Turbo-compressor position (within 20mm from the original position in relation to the
ICE), turbo clocking, turbo supports
d. Position of the wastegates with housings and pipes
e. Position of the pop-off valves with housings and pipes
f. Engine intake air system as defined in item 6 of Appendix 3, provided the key defining
parameters of the system (diameters, lengths, etc.) remain fundamentally unchanged

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g. Hoses defined in item 66 of Appendix 3
3.6 Modifications may be made to Power Unit components for the sole purposes of reliability,
safety, cost saving, or supply issues, subject to the approval process outlined in Article 3.10.a
of this Appendix.
3.7 Minor modifications may be made to Power Unit components subject to the approval process
outlined in Article 3.10.a of this Appendix. Such modifications may be (but are not limited to)
due to different branding, a change of supplier, a change of part number, etc. and may have
no or very limited effect on reliability or functionality.
3.8 Requests for repair of a Power Unit component in the form of a patch made of the same
material or of a composite material, following damage or failure, may be accepted if it is only
local and minimal. If accepted, such repair can be applied on a temporary basis to all
components available. If the repair is made of a different material, such a repair must not be
present on the components used during the following Championship season.
3.9 Changes of fuel and oil suppliers will be accepted, provided such changes are intended for
commercial and not for performance reasons.
3.10 The following additional constraints apply to the permitted modifications discussed in this
Article 3:
a. To carry out modifications under the provisions of Articles 3.5, 3.6 and 3.7 of this
Appendix, PU Manufacturers must apply in writing to the FIA Technical Department and
must provide all necessary supporting information including, where appropriate, clear
evidence of failures. The FIA will circulate the correspondence to all Power Unit
Manufacturers for comment. If the FIA is satisfied, in its absolute discretion, that these
changes are acceptable, they will confirm to the Power Unit Manufacturer concerned
that they may be carried out.
Wherever practical, such requests must be submitted at least 14 days before the
requested date of homologation.
The procedure and associated document templates that must be used by the Power
Unit Manufacturers for their requests are available in the Appendix of the Regulations.
b. Any permitted modifications concerning parts that are inside the sealed perimeter (i.e.
parts described as “INC” in the “Sealed Perimeter” column of Appendix 3 of the
Technical Regulations) can only be applied to new Power Unit elements.
c. With reference to the Sporting Regulations, if a Power Unit Element is subsequently
replaced by another of a different specification after qualifying practice, the
replacement Power Unit part will be considered the same in design and similar in mass,
inertia and function if any differences it contains are limited to components modified
under the provisions of Articles 3.6, 3.7 and 3.8 of this Appendix.
d. A customer Competitor may refuse or request a delay of a Power Unit modified
under the provisions of Articles 3.6 and 3.7 of this Appendix if such modifications cause
installation issues in their car. In such cases, the customer Competitor must apply in
writing to the FIA Technical Department and must provide all necessary supporting
information. If the FIA is satisfied, in its absolute discretion, that the installation issues
are genuine, they will confirm approval to the customer Competitor and to the PU
Manufacturer. In this case, the provisions of (e) below won’t apply.
e. The first time one or more Power Units comprising modified parts, as permitted by
Article 3.6 of this Appendix, are used in any of the cars powered by the Power Unit
Manufacturer, a minimum of 1 Power Unit with the exact same specification must be
available for each Competitor. Each Competitor will have priority use of one of these
Power Units until the end of the first day of the Competition.
In the case of a Manufacturer supplying Power Units to more than 2 Competitors, one
exception per Championship season can be granted by the FIA, in its absolute
discretion, in the event of genuine supply issues. The request must be made in writing
to the FIA Technical Department and must provide all necessary information and
evidence of the supply issue. If the FIA is satisfied, the minimum required number of

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Power Units available for all Competitors may be reduced to 2 for the Event where the
modified part is used for the first time.
f. Any new Power Unit element used for the first time in a Competition must always
include all modifications included in any Power Unit element already used by any of the
cars powered by the PU Manufacturer.
g. The requirements of e. and f. don’t apply to minor modifications as defined in 3.7.
h. A Power Unit element will be deemed to have been used once the car’s timing
transponder has shown that it has left the pit lane.
3.11 Minimal incidental changes may be carried out on PU components as a consequence of
changes made to another PU component with a different upgrade schedule. Such
modifications are subject to the approval process outlined in Article 3.10.a of this Appendix.

4 Additional Development and Upgrade Opportunities


Over the first five Competitions of each Championship Season in the 2026-2030 period, the
FIA will monitor the performance of Internal Combustion Engine (ICE) part of all the Power
Units supplied by each PU Manufacturer to its customer Competitors.
For each ICE supplied by the PU Manufacturers, an average power will be calculated. The
methodology to calculate this power can be found in the Appendix to the Regulations.
Any PU Manufacturer whose ICE power is more than 3% below that of the highest ICE power
recorded amongst all the PU Manufacturers will be granted Additional Development and
Upgrade Opportunities (“ADUO”).
PU Manufacturers granted ADUO may implement further upgrades (as described in Article
3.2 of this Appendix) and extend the usage of their PU Test Benches (as described in Article
3.7 of Appendix 1 of the Sporting Regulations).
The FIA reserves the right to:
a. Revoke the ADUO if the performance demonstrated by the PU Manufacturer after the
first five Competitions is inconsistent with that measured during the first five
Competitions.
b. Take measures, to its absolute discretion, if the resulting upgrades implemented by the
PU Manufacturer under the provisions of Article 3.2 of this Appendix give that PU
Manufacturer an advantage that is deemed to be unfair in comparison to PU
Manufacturers who were not awarded any ADUO. Such measures will be discussed in
good faith with all PU Manufacturers.

5 Conformity with the power unit homologation dossier


All Power Units must be delivered such that the seals required under Article 2.1.9 of the
Sporting Regulations can be fitted. Both the Power Unit Manufacturer and users of a
homologated Power Unit must take whatever steps are required at any time by the FIA
Technical Department, in its absolute discretion, to demonstrate that a Power Unit used at a
Competition is in conformity with the corresponding Power Unit homologation dossier.

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APPENDIX 5: SUPPLY OF POWER UNITS, FUEL AND OIL FOR 2026-2030

1 Supply of Power Units for the 2026 to 2030 FIA Formula 1 World Championship
1.1 Registration Requirement and Effect for Power Unit Manufacturers
1.1.1 Any entity that wishes to supply Power Units (“PUs”) to one or more Competitors (including a
Competitor that is the same legal entity as the supplier or that is affiliated to the supplier) (a
“PU Manufacturer”) for use in one or more editions of the Championship taking place in
seasons 2026 to 2030 must complete the PU Manufacturer registration form, enter into the
PU Manufacturer Non-Assert Agreement (as defined in Article 3 below) and also enter into
the “2026 F1 PU Governance Agreement”.
1.1.2 The deadline for a PU Manufacturer wishing to supply Power Units starting from year N in
this period to complete the PU Manufacturer registration form will be: (a) 30 June of year N-
4; (b) 30 days after the publication of the first set of 2026 PU Technical, Sporting and Financial
Regulations; (c) 15 October 2022, whichever is the later.
1.1.3 The acceptance (or otherwise) by the FIA of a PU Manufacturer registration form and any
confirmation of registration will be at the sole discretion of the FIA. The FIA also reserves the
right, at its sole discretion, to accept the registration of a PU Manufacturer who has failed to
comply with the deadline defined in Article 1.1.2 of this Appendix. A PU Manufacturer whose
registration is accepted notwithstanding its failure to meet the deadline set out at Article
1.1.2 of this Appendix must comply with the requirements of Article 1.1.1 of this Appendix,
and additionally demonstrate to the FIA that the failure to comply with of any aspects of the
registration process defined in this Appendix has not led to that PU Manufacturer obtaining
any competitive or financial advantage over any other PU Manufacturer. The FIA will review
any such information provided at its sole discretion.
1.1.4 Notwithstanding any confirmation of registration provided by the FIA, the registration of a PU
Manufacturer will only be complete (and so will only become valid and effective) upon the
applicant’s payment to the FIA of the applicable administrative fee and its entry into the PU
Manufacturer Non-Assert Agreement and the 2026 F1 PU Governance Agreement.
1.2 Obligations related to the supply of Power Units to a Competitor for the year N
1.2.1 Each PU Manufacturer of a homologated PU must provide the FIA, before 15 May of year N-1,
with the list of Competitors (clearly identifying the appointed “works/factory” Competitor
(also referred to as the “Nominated Competitor”)) with which it has concluded a supply
agreement for the given Championship season N.
Save for exceptional circumstances, as determined in the FIA’s absolute discretion, the
appointed works / factory Competitor must be identified using the following criteria:
a. If the PU Manufacturer supplies only one Competitor, and/or if only one Competitor
belongs to the Legal Group Structure of the PU Manufacturer, then that Competitor will
be the works / factory Competitor; or
b. If the criteria of point (a) do not apply, the works / factory Competitor will be the
Competitor who earned the highest Constructors Championship finishing position in the
Championship season N-2.
1.2.2 A PU Manufacturer, if called upon to do so by the FIA before 1 June of year N-1, must supply
at least a number of Competitors (“T”) equal to the following equation:
T = (NTOT-A)/(B-C), where:
T is rounded up to the next whole integer
A = Total number of Competitors (including “works/factory” Competitors) having a
supply agreement concluded for year N with a New PU Manufacturer.
B = Total number of manufacturers of homologated PUs for year N.
C = Total number of New PU Manufacturers for year N.

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NTOT = is set to 11 and is related to the “total number of entered Competitors” for year
N, which is not known until November of year N-1. This number may be reviewed
if the number of Competitors exceeds 12.
In doing so, the FIA will first allocate the PU supply between the PU Manufacturers that are
supplying the fewest number of Competitors, provided that the Competitors without a supply
agreement shall be allocated to the PU Manufacturer(s) that supply or supplies the fewest
Competitors and so on and so forth. If there is more than one PU Manufacturer supplying the
fewest number of Competitors (i.e. in the same position) and/or more than one Competitor
requesting a supply the allocation between such PU Manufacturers shall occur by ballot
(which ballot shall be transparent and undertaken by the FIA in the presence of a
representative of each of the PU Manufacturers and the New Customer Competitors (as
defined below) concerned).
Any such allocation made by the FIA in accordance with this Article will have to be formalised
by a supply agreement with the relevant Competitor by 1 August of year N-1 at the latest.
A New PU Manufacturer will not be required to comply with the obligation of supply as set
out above.
1.2.3 Unless agreed otherwise by the FIA, each of the PU Manufacturers of a homologated PU may
not directly or indirectly supply PUs for more than (T+1) teams, with T as defined in Article
1.2.2.
1.2.4 Any PU Manufacturer of a homologated PU wishing to cease the supply of PUs must notify
the FIA of its intention to do so no later than 1 January of the year preceding that in which
such PUs will no longer be supplied.
1.2.5 The FIA and all the PU Manufacturers may agree in writing to temporarily revise the dates set
out in Articles 1.2.1 and 1.2.2 of this Appendix.
1.3 Obligation to the supply Power Units to a New Customer Competitor for the year N
The FIA shall be entitled to request a PU Manufacturer to supply a Competitor (“New
Customer Competitor”) with a PU under the terms of this Appendix except if, at the date set
out in Article 1.2.1 of this Appendix above:
- Such Competitor has entered into a supply agreement with a PU Manufacturer for
year N before the date set out in Article 1.2.1 of this Appendix above, and
- Such Competitor has been granted a right, under a currently binding offer with a PU
Manufacturer, to be supplied with a PU for year N.
Moreover, such PU Manufacturer shall only be required to supply a New Customer
Competitor if the following cumulative conditions are met. If such conditions are not met,
then the PU Manufacturer may, at its sole and absolute discretion, decline the request to
supply such New Customer Competitor and the decline of such request shall not be deemed
to be a breach of the terms set out in this Appendix. However, this Article 1.3 cannot be
applied or interpreted by the PU Manufacturer in a way that would deprive the obligation of
supply as referred to in Article 1.2 of this Appendix above of any effect and/or that would
prevent the FIA from making and enforcing the provisions set out in Article 1.2 of this
Appendix.
The PU Manufacturer undertakes to exercise in good faith the conditions referred to in
Articles 1.3.1 to 1.3.11 below).
The Competitors and the PU Manufacturers remain free to negotiate the terms of the supply
agreement, subject to the fall-back positions set out below which shall apply should a
Competitor and a PU Manufacturer fail to reach an agreement, despite negotiating in good
faith.
1.3.1 For the purpose of this Article 1.3.1, supply contract only refers to the contract related to the
FIA Supply Perimeter as set out in the relevant column of the two tables in Appendix 3 of the
Technical Regulations.

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a. Any supply contract entered into with the New Customer Competitor must be on
substantially the same terms as those entered into between the PU Manufacturer and
the other customer Competitors (other than its appointed “works/factory” Competitor)
to whom it already supplies a PU at the date of the FIA request (“Existing Customer
Competitor”), other than the Price as referred to in paragraph 8 below. In particular,
the PU Manufacturer may impose, and the Competitor cannot refuse to sign up to any
terms which at least one of its other Existing Customer Competitors has agreed to and
the PU Manufacturer may refuse and the Competitor cannot request the inclusion of
terms which are not included in the supply agreements with other Existing Customer
Competitors.
b. In the event that a PU Manufacturer has not supplied a PU to any other Existing
Customer Competitor, the PU Manufacturer shall have the right to decide, at its sole
and exclusive discretion, the payment terms and conditions (including the price of
additional goods and services not included in the supply perimeter designated “EXC” in
the relevant column of the two tables in Appendix 3 of the Technical Regulations, but
excluding the Price which shall be determined in compliance with the definition of Price
below) applicable to the New Customer Competitor subject to the provisions of
paragraph 1.3.8 below.
c. In case of a dispute about the application or the interpretation of paragraph 1.3.1
hereto, the FIA will be entitled to request copies of the contracts being entered into by
the PU Manufacturer with any customer Competitor, provided that such contracts are
not disclosed to any new Customer Competitor and subject to the FIA agreeing to
comply with strict customary confidentiality obligations.
1.3.2 The PU Manufacturer shall determine, at its sole and absolute discretion, the duration of the
term of the PU supply which:
a. may not be less than one Championship season; and
b. shall not exceed three Championship seasons nor go beyond the end of the 2030
Championship season, unless jointly agreed by the PU Manufacturer and the New
Customer Competitor
1.3.3 The PU Manufacturer shall determine, at its sole and absolute discretion, whether the New
Customer Competitor shall use the name of the PU Manufacturer or the New Customer
Competitor shall operate under a white label/unbranded way and, for this purpose, use a
different name:
a. The use of this different name shall always be agreed in advance by the PU
Manufacturer, which agreement shall not be unreasonably withheld; and
b. In the event that the white label/unbranded supply is required without being requested
by the New Customer Competitor, this supply will not incur additional fees for the New
Customer Competitor except if the use of the PU name leads to the conclusion of a
commercial agreement between the New Customer Competitor and any third party. In
that case, the PU Manufacturer and the New Customer Competitor shall enter into
good faith negotiations and shall commonly agree on the fair and reasonable part of the
revenues generated by the commercial agreement which could be considered as
additional fees;
c In the event that the white label/unbranded supply is requested by the New Customer
Competitor and agreed by the PU Manufacturer, this supply may incur additional fees
for the New Customer Competitor, such fees being determined at the sole and exclusive
discretion of the PU Manufacturer in a fair and reasonable manner.
1.3.4 The New Customer Competitor shall provide a warranty that it has no binding contracts or
option(s) in place with another PU manufacturer for future supply of PUs. The New Customer
Competitor shall be required to terminate any such contracts or option(s) which do exist in so
far as they conflict with any part of the period of the contract being entered into with the PU
Manufacturer.

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1.3.5 Neither the New Customer Competitor nor any of its affiliated companies shall be an
Automotive Manufacturer set up with the purpose of (amongst other things) of participating
in the Championship, unless otherwise agreed by the PU Manufacturer.
1.3.6 The New Customer Competitor shall not have any sponsorship agreement in place with any
entity that is in competition with the Core Activities of an Automotive Manufacturer which
are also carried out by the PU Manufacturer, unless otherwise agreed by the PU
Manufacturer.
1.3.7 The New Customer Competitor and/or any senior executives, directors or beneficial
shareholders of the New Customer Competitor must not at any time (i) be listed or included
in the official EU and/or US published sanction lists; (ii) have been convicted of any indictable
criminal offence; (iii) have been convicted by any government or government agency in
connection with fraud, money laundering, racketeering or terrorism activities; and/or (iv)
have been declared bankrupt; and/or (v) have committed any other identified action which,
in the reasonable opinion of the PU Manufacturer, harms the reputation of such PU
Manufacturer. This clause shall also reciprocally apply to the PU Manufacturer.
1.3.8 The PU Supply Perimeter listed in the relevant column of the two tables in Appendix 3 of the
Technical Regulations and designated “INC” shall be supplied to New Customer Competitors
at no more than the maximum supply price set out in Article 1.4 of this Appendix.
The supply of additional goods or services not listed in Appendix 3 of the Technical
Regulations (which shall be agreed between the PU Manufacturer and the New Customer
Competitor) shall incur additional charges, the amount of which shall be substantially the
same as that applied by the PU Manufacturer to its Existing Customer Competitor. In the
event that a PU Manufacturer has not supplied a PU to any other Existing Customer
Competitor, the PU Manufacturer shall decide the price of the above-mentioned additional
goods and services based on the usages and practices generally recognised and respected in
the market for the supply of parts and services in the Championship.
1.3.9 The FIA shall confirm in writing to the PU Manufacturer that, to the best of its knowledge, the
New Customer Competitor, including its officers, directors and beneficial shareholders, has
not been convicted of non-complying at all times with the FIA Code of Good Standing.
1.3.10 Payment of the fees (directly or indirectly through a payment guarantee) under the supply
contract for each season shall as a fall-back position (unless otherwise agreed between the
PU Manufacturer and the New Customer Competitor) and, notwithstanding the terms of any
contract with an Existing Customer Competitor or its own factory Competitor, be made in
four instalments:
- 25% on the date of signature of the supply contract;
- 25% on or before 30 October of year N-1;
- 30% before the start of the Championship season (year N); and
- The remaining 20% before the fifth Formula One Event of the Championship (year N).
The following additional provisions apply:
a. In case of any delayed payment for an amount greater than €100,000, the PU
Manufacturer shall send the New Customer Competitor a written notice of the breach,
with a copy to the FIA and the Commercial Rights Holder. Should the New Customer
Competitor fail to resolve this breach to the satisfaction of the PU Manufacturer (with
or without the involvement of the FIA and the Commercial Rights Holder) within thirty
days from the issuing of this notice the PU Manufacturer shall be entitled to either
terminate the supply contract immediately by serving written notice on the New
Customer Competitor, with a copy to the FIA and the Commercial Rights Holder, or,
suspend delivery of the PUs to the New Customer Competitor.
b. In case of breach of the obligation to deliver the PUs and/or to supply additional goods
or services to the New Customer Competitor pursuant to the supply agreement, such
New Customer Competitor may send the PU Manufacturer a written notice of the
breach (but only in the event that the New Customer Competitor is not itself in breach
of contract including for non-payment except if that non-payment is justified by an

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alleged breach of the supply contract by the PU Manufacturer), with a copy to the FIA
and the Commercial Rights Holder. Should the PU Manufacturer fail to resolve this
breach to the satisfaction of the New Customer Competitor (with or without the
involvement of the FIA and the Commercial Rights Holder) within thirty days from the
issuing of this notice the New Customer Competitor shall be entitled to suspend
payment of the fees to the PU Manufacturer.
1.3.11 The New Customer Competitor and the PU Manufacturer shall not take any action and/or
make any omission, deceptive, misleading or disparaging or negative comments, which
directly injures, damages or brings into disrepute the public reputation, goodwill or
favourable name or image of the other party to the supply agreement. Both parties will
procure their affiliates and/or their respective senior executives, employees, directors and
shareholders to abide by the same provisions.

1.4 Power unit maximum supply price


The PU supply perimeter listed in the corresponding column of Appendix 3 of the Technical
Regulations shall be supplied at the maximum price of 17 million euros, adjusted for
Indexation. For the purpose of this article, Indexation has the meaning indicated, and will be
calculated pursuant to the methodology set forth, in Appendix 1 of the Formula 1 Power Unit
Financial Regulations. The supply of additional goods or services not listed in the Appendix
hereto (which shall be agreed between the PU Manufacturer and the Competitor) shall incur
additional charges, the amount of which shall be based on the usages and practices generally
recognised and respected in the market.

2 Obligations in order to supply Fuel and Engine Oil to a Competitor


2.1 Obligations of Fuel and Engine Oil Suppliers
2.1.1 Any supplier wishing to supply fuel and/or engine oil to a Competitor in any Championship in
the period 2026-2030, starting in year N (“Prospective Supplier”) must:
a. Complete the Fuel and/or Engine Supplier registration form, no later than 1 January of
year N-1;
b. agree to be bound by and to observe the provisions of the Code, the Technical
Regulations, the Sporting Regulations the Judicial and Disciplinary Rules and all other
relevant and applicable FIA rules and/or regulations (as supplemented or amended
from time to time);
c. agree to be bound by the provisions of Article 2.1.2 of this Appendix with regard to the
applicability of any patents or pending patent applications to the 2026-2030 Formula 1
World Championships;
d. agree to be subject to the jurisdiction of the internal judicial and disciplinary bodies of
the FIA.
e. enter into an agreement in the form prescribed by the FIA (“Prospective Supplier Non-
Assert Agreement”) with the FIA and the Commercial Rights Holder, pursuant to which
the Prospective Supplier agrees not to assert any rights or claims with regard to
patents, pending patent applications, or any licensed rights in respect of patents or
patent applications against the FIA, the Commercial Rights Holder, any other Fuel
and/or Engine Oil Suppliers, all PU Manufacturers and Competitors related to the
following:
i. blending, processing, developing importing, exporting, testing and/or storing of
fuel or engine oil intended for use in Formula 1 in the period 2026-2030. Such
provision applies (but is not limited to) the use of any such fuel or engine oil used
for development of the fuel or engine oil itself, for the development of the PU by
the PU Manufacturer, for track testing or during Competitions; and/or

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ii. the setting of the Technical Regulations or any activities arising therefrom, or any
activities arising out of the compliance with any mandatory or optional
requirement of the Technical Regulations.
2.1.2 The Prospective Supplier Non-Assert Agreement shall apply to the Prospective Supplier and
any of its affiliate companies.
2.1.3 For the avoidance of doubt, the Prospective Supplier Non-Assert Agreement shall not impose
an obligation on the Prospective Supplier to supply fuel and/or engine oil for use in any
Championship in the period 2026-2030. However, the FIA has the right (in its sole discretion)
to refuse the participation in the Championship of any Prospective Supplier that does not
enter into the Prospective Supplier Non-Assert Agreement within 30 days of being invited to
do so by the FIA.
2.1.4 The Prospective Supplier Non-Assert Agreement shall remain binding and valid in respect of
any Prospective Supplier that supplies fuel and/or engine oil in any of the 2026-2030
Championships and then subsequently ceases to do so.
2.1.5 Each Prospective Supplier warrants that the fuel and/or engine oil that it manufactures
and/or supplies for use in the Championships staged during the 2026-2030 period (or
subsequent period) (“Relevant Period”) do not infringe the Intellectual Property Rights of any
third party, and indemnifies the FIA and its affiliates and the Commercial Rights Holder and its
affiliates against all liabilities suffered or incurred by such entities arising out of or in
connection with any claim that the fuel and/or engine oil that it manufactures and/or
supplies for use in the Championship during the Relevant Period infringe(s) the Intellectual
Property Rights of any third party. In this context “Intellectual Property Rights” means: (i)
patents, rights to inventions, designs, copyright and related rights, database rights, trade
marks, related goodwill and the right to sue for passing off and/or unfair competition and
trade names, in each case whether registered or unregistered; (ii) proprietary rights in
domain names; (iii) knowhow, trade secrets and confidential information; (iv) applications,
extensions and renewals in relation to any of these rights; and (v) all other rights of a similar
nature or having an equivalent effect anywhere in the world
2.2 Obligations of Competitors and PU Manufacturers with respect to Fuel and Oil Suppliers

2.2.1 PU Manufacturers
a. Within 90 days of being registered to supply PUs in one or more Championship in the
2026-2030 period under the provisions of Article 1.1 of this Appendix, a PU
Manufacturer must nominate in writing to the FIA the Prospective Supplier(s) with
whom it intends to develop its PU.
The PU Manufacturer may change its Fuel and/or Oil Supplier at any time, provided the
provisions of this Article and Articles 2.1.2 – 2.1.5 are met in relation to any subsequent
Prospective Supplier.
Following the nomination of the Prospective Supplier(s), the FIA will invite Prospective
Supplier(s) to enter into a Prospective Supplier Non-Assert Agreement in the form
prescribed by the FIA pursuant to the provisions of Articles 2.1.2 – 2.1.5 above. Should a
Prospective Supplier fail to enter into the Prospective Supplier Non-Assert Agreement
within 30 days of being invited to do so by the FIA, the FIA will inform the PU
Manufacturer whether, as a result of that failure, the PU Manufacturer will be required
to find a different Fuel and/or Oil Supplier.
The FIA reserves the right, at its absolute discretion, to exempt a PU Manufacturer from
the nomination requirement, if it is evident that the PU Manufacturer has not entered
into an agreement with a Prospective Supplier within 90 days of its registration as a PU
Manufacturer. In such cases, if the PU Manufacturer subsequently enters into an
agreement with a Prospective Supplier, it must notify the FIA within 30 days of having
done so.
b. The following information cannot be shared between a PU Manufacturer and any
Existing or Prospective Fuel/Oil Supplier:

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i. Any drawing and/or CAD and/or any physical parts (such as but not limited to
piston, cylinder head, etc.) of the combustion chamber
ii. Any information relating to gas exchange within the combustion chamber (such as
but not limited to cams, ports, plenum, exhausts, cam timing, etc.), apart from
cylinder pressure data, simulation and dyno test results.
No PU Manufacturer may use the movement of personnel (whether employee, consultant,
contractor, secondee or any other type of permanent or temporary personnel) with an
Existing or Prospective Fuel/Oil Supplier or another PU Manufacturer, either directly or via an
external entity, for the purpose of obtaining an Intellectual Property transfer and/or
circumventing the requirements of this Article. In order that the FIA may be satisfied that any
such movement of staff is compliant with this Article, each PU Manufacturer must inform the
FIA of all relevant staff movements at the end of each calendar quarter using the template
which may be found in the Appendix to the Technical and Sporting Regulations and must
demonstrate that they have implemented all reasonable measures to avoid the disclosure of
Intellectual Property, including but not limited to that explicitly detailed in this Article,
between the PU Manufacturer and an Existing or Prospective Fuel/Oil Supplier involved.
2.2.2 Competitors
In the case of Competitors participating in the 2022-2025 Championships (and in relation to
whom Article 2.2.1 is inapplicable), the FIA invites each such Competitor to nominate in
writing to the FIA their Prospective Supplier(s) within 90 days of: (i) the first publication of
these Technical Regulations; or (ii) entering into a commercial or supply agreement with its
pre-existing Fuel and/or Engine Oil Supplier in relation to any of the 2026-2030
Championships, whichever is earlier.
Following the nomination of the Prospective Supplier(s), the FIA will invite such Prospective
Supplier(s) to enter into a Prospective Supplier Non-Assert Agreement in the form prescribed
by the FIA, pursuant to the provisions of Articles 2.1.2 – 2.1.5 above. Should a Prospective
Supplier fail to enter into the Prospective Supplier Non-Assert Agreement within 30 days of
being invited to do so by the FIA, the FIA will inform the Competitor whether, as a result of
that failure, they will be required to find a different Fuel and/or Engine Oil Supplier.
Each Competitor has the right to change their Fuel and/or Engine Oil Supplier at any time,
provided the provisions of this Article and Articles 2.1.2 – 2.1.5 are met in relation to any
subsequent Prospective Supplier.

3 Non-exclusivity of technologies, licences, patents, and pending patent applications


3.1 Non-exclusivity
With the exception of agreements relating to the supply of fuel and/or engine oil, no PU
Manufacturer may enter into a supply agreement with a third-party supplier that is exclusive,
or that prevents an equally advantageous supply of a PU component or technology supplied
by the third-party supplier in question to another PU Manufacturer.
For the avoidance of doubt, provisions of a supply agreement prohibiting a third party
supplier from disclosing to third parties (whether directly or indirectly) a PU Manufacturer’s
Intellectual Property and/or any information in respect of its LPUCs shall not breach this
provision.
3.2 Licences, patents and pending patent applications
The existence of: (i) patents; (ii) pending patent applications; or (iii) any licensed rights in
respect of patents or patent applications of a PU Manufacturer shall not prevent any other
PU Manufacturer from using any technology, design, or concept in their PUs in Formula 1. To
achieve this objective the following provisions must be met:
a. In registering to supply PUs for the period 2026-2030, the PU Manufacturer must enter
into an agreement in the form prescribed by the FIA (“PU Manufacturer Non-Assert
Agreement”) with the FIA and the Commercial Rights Holder pursuant to which the PU

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Manufacturer agrees not to assert any rights or claims with regard to patents, pending
patent applications, or any licensed rights in respect of patents or patent applications
related to PUs against the FIA, the Commercial Rights Holder, any other PU
Manufacturers, any suppliers to other PU Manufacturers, or the Competitors.
b. If the PU Manufacturer obtains any component, design, process or technology relating
to a PU from a third-party supplier (the “Third Party Input”), it must obtain written
confirmation from the third party supplier in question that the third party supplier will
also be bound by the obligations in the PU Manufacturer Non-Assert Agreement as if it
was a party to that agreement. Such confirmation should be in the form or substantially
the form of the “Supplier Confirmation” at Schedule 2 to the PU Manufacturer Non-
Assert Agreement. Failure by the PU Manufacturer to obtain such a confirmation and
provide it to the FIA upon request will be considered a breach of these Technical
Regulations and may result in the PU or PU component in question that incorporates
the third-Party Input not being permitted.
For the avoidance of doubt, this Article regards solely the use of a technology, design or
concept in a Formula 1 PU, and does not regard any use of such a technology, design or
concept by affiliates of the PU Manufacturer in any other sector.
3.3 PU Manufacturer Warranty
Each PU Manufacturer warrants that the Power Units that manufacturers and/or supplies for
use in the Championships staged during the 2026-2030 period (or subsequent period, if
extended) (“Relevant Period”) do not infringe the Intellectual Property Rights of any third
party, and indemnifies the FIA and its affiliates and the Commercial Rights Holder and its
affiliates against all liabilities suffered or incurred by such entities arising out of or in
connection with any claim that the Power Units that it manufactures and/or supplies for use
in the Championship during the Relevant Period infringe the Intellectual Property Rights or
any third party. In this context “Intellectual Property Rights” means: (i) patents, rights to
inventions, designs, copyright and related rights, database rights, trade marks, related
goodwill and the right to sue for passing off and/or unfair competition and trade names, in
each case whether registered or unregistered; (ii) proprietary rights in domain names; (iii)
knowhow, trade secrets and confidential information; (iv) applications, extensions and
renewals in relation to any of these rights; and (v) all other rights of a similar nature or having
an equivalent effect anywhere in the world.

4 Material breach of the Regulations


In the case of any alleged material breach or alleged material failure by a PU Manufacturer to
comply with any of the obligations of this Appendix, the FIA shall engage in good faith and
active discussions with the PU Manufacturer and, in the absence of an amicable solution
within one month, be entitled to commence proceedings before the FIA International
Tribunal against the PU Manufacturer in respect of such alleged breach or failure. In the
event that (in accordance of the provisions of the Code and of the Judicial and Disciplinary
Rules), the International Tribunal rules that the PU Manufacturer has materially breached or
materially failed to comply with this Appendix, the International Tribunal may impose on the
PU Manufacturer concerned, to the exclusion of any other sanction it may have the power to
impose, a fine (the amount of which shall be no more than fifteen million euros and shall be
determined, on a case by case basis, depending on the merits and circumstances of the
applicable case).

5 New PU Manufacturers
5.1 Definition of a New PU Manufacturer
A PU Manufacturer intending to supply PUs for the first time in year N, will be considered to
be a “New PU Manufacturer” if it (or any related party):
a. has not homologated a PU at least once in the period 2014-2021; and

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b. has not received any significant recent Intellectual Property from a PU Manufacturer
who is not a New PU Manufacturer, subject to the conditions outlined in Article 5.2 of
this Appendix.
(together, for this Article 5 only, the “Necessary Conditions”)
The “New PU Manufacturer” status will be granted by the FIA, at its absolute discretion, for
the complete calendar years from N-3 to N+1.
In order to be granted the “New PU Manufacturer” status, the PU Manufacturer in question
must, upon the request of the FIA, provide the FIA with all of the detailed information or
documents requested by the FIA describing the commercial background and details of the PU
Manufacturer’s business, the Intellectual Property owned by the PU Manufacturer and the
technical relationship between the PU Manufacturer and any other related entity or persons
(the “Requested Documentation”).
PU Manufacturers granted a “New PU Manufacturer” status are given additional rights or
exemptions in certain provisions of the Technical, Sporting and Financial Regulations.
In order to assess whether the Necessary Conditions have been satisfied by a PU
Manufacturer, the FIA will assess the Requested Documentation provided by the PU
Manufacturer with regard to three factors:
a. Infrastructure: the necessity for the PU Manufacturer to build facilities, invest
significantly in assets, and hire personnel with prior Formula 1 experience;
b. ICE status: the prior experience of the PU Manufacturer in Formula 1 Internal
Combustion Engines, and potential possession of significant recent Intellectual
Property; and
c. ERS status: the prior experience of the PU Manufacturer in Formula 1 ERS systems, and
potential possession of significant recent Intellectual Property.
5.2 Partial New PU Manufacturer status
If, following a review of the Requested Documentation, the FIA determines that a PU
Manufacturer does not fully satisfy the Necessary Conditions, the FIA reserves the right, at its
absolute discretion, to grant the PU Manufacturer a partial New PU Manufacturer status.
Partial New PU Manufacturer status will give rise to a reduction of the additional rights
accorded to New PU Manufacturers by the Technical, Sporting and Financial Regulations.
The level of reduction of additional rights applied to holders of partial New PU Manufacturer
status will be determined according to the weights shown on the following table:
Regulations Influenced by criteria
Financial Regulations: Technical or Sporting
Cost cap and CapEx limits Regulations
Infrastructure 40% * 20% *
Parameter

ICE status 50% * 50% *


ERS status 10% * 30% *
Outcome: sum of three parameters 0% or 100% **

* For each parameter, these weightings are allocated either in full or at zero value,
depending on the criteria met by the PU Manufacturer
** For Technical or Sporting Regulations, the Newcomer status is awarded either in full (if
the sum of the three parameters is greater or equal to 50%), or at zero value.
5.3 Revocation of the New PU Manufacturer status
The FIA reserves the right, at its absolute discretion to revoke a PU Manufacturer’s New PU
Manufacturer status if:

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a. it becomes apparent that any of the information provided to the FIA by the PU
Manufacturer as part of the Requested Documentation that led to the status being
granted have changed in a significant manner; or
b. new evidence comes to light indicating that erroneous information has been provided
by the PU Manufacturer to the FIA as part of the Requested Documentation.
The knowing provision by a PU Manufacturer of false or misleading information in the
Requested Documentation shall be considered a material breach of these Technical
Regulations and will be treated by the FIA in accordance with Article 4 of this Appendix.
5.4 Transparency
Should a PU Manufacturer be awarded the New PU Manufacturer status (or a partial such
New Manufacturer status), the FIA will communicate this to all other PU Manufacturers,
alongside a detailed report on such status. The report will include the two percentage scores
to be determined in accordance with Article 5.2 of this Appendix and will explain the reasons
for the FIA’s decision, whilst withholding any confidential information.
5.5 No right of appeal
PU Manufacturers shall have no right of appeal against any decision by the FIA in relation to
the provisions of this Appendix 5.

6 Definitions
6.1 An Automotive Manufacturer is a Manufacturer of at least one model of automobile (as
defined in the Code) that has produced at least 3,000 units during the past 12 months.
6.2 The Core Activities of an Automotive Manufacturer are the Design, production and sale of
automobiles (as defined in the Code).

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APPENDIX 6: COMPONENTS’ CLASSIFICATION AND PERIMETER
The following table defines the classification, of components for Formula One cars and support
equipment.

Ref. Component Art. Class. System Description, & Included Components Excluded Components
or Assembly Boundaries (List not exhaustive) &
Supply Terms
1 Survival Cell Items & Safety Structures
1A Survival Cell 12 LTC The structure that Bonded component as Any additional bonded
and Primary includes the cockpit, takes submitted for components not required for
Roll Structure suspension loads and homologation. FIA tests, any components
aerodynamic loads and fitted for FIA tests that are
transfers them from and then subsequently removed
to the FIS through the FIS
fixings and power unit
through the engine studs
plus the roll structure as
defined in 12.4.1.
1D Front Floor 12.2.7 OSC Front floor assembly Front floor structure, its Fairings.
Structure mounting brackets, and
any device or structure
(and their mounting
brackets) between the
front floor structure and
the survival cell.
1G Front Impact 13.6.1 LTC The structure that takes FIS, hangers, fixings to Fairings, Camera brackets
structure aerodynamic loads from chassis that are part of the
the front wing and FIS assembly
transfers them to the
chassis
1H Rear Impact 13.7.1 TRC The structure that mounts Part as bonded to gearbox Fairings, bolted components
structure to the rear of the gearbox carrier. Details of flange
behind the differential for Rear Wing Beam
attachment, excluding
profile details.
1K Pedals OSC Pedal Assembly Brake pedal assembly Fixings to the survival cell.
including pushrod
connecting to the brake
master cylinders(s),
throttle Pedal including
throttle damper,
heel−rest, mounting
brackets and local
electrical and electronic
components
1L Mirror Lens 12.2.7 OSC Mirror Lens Mirror Lens Backing structures

1M Side Impact 13.5 DSC Upper & Lower SIS Tubes SIS Tubes Mounting Brackets
Structures Supply to be agreed
before 30 June year N−1
1N Halo 12.4.2 DSC Halo, and fixings Halo, fwd. pin, rwd. bolts. Fwd, mounting bracket,
Supply to be agreed fairings.
before 30 June year N−1
2 Aerodynamic Components
2A Aerodynamic 3 LTC
components,

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Ref. Component Art. Class. System Description, & Included Components Excluded Components
or Assembly Boundaries (List not exhaustive) &
Supply Terms
unless
otherwise
specified
2B Plank 3.5.9 LTC Plank assembly as defined Plank structure and skids
assembly in 3.5.9
2C Rear wing 3.10.1 OSC X−Mode actuator Machined X−Mode Hoses, any component
adjuster 0 including linkages Actuators, linkages, local rigidly attached to the rear
(X−Mode) electrical and electronic wing flap.
components
2E Wheel drum 3.13.1 LTC Drum and deflector
and drum − strictly to supplied
deflector 3.13.6 geometry plus all the
brake ducts components
inside the rim
2G Front Wing
Adjuster
(x−Mode)
3 Transmission
3A Gearbox Case 9.5 TRC As defined in Article 9.1.5 Gearbox carrier, RIS, Inboard suspension
associated fastenings, components, Engine
internal heat shields Front mountings
Cover, Diff Cap, Seals,
Fasteners, Cross−shaft
Covers
3C Clutch 9.2 TRC Rotating clutch assembly Clutch basket assembly,
and fixings to PU or Plates, Spring, fixings to
Gearbox as appropriate. PU or Gearbox, Spigot
bearing
3D Clutch 9.2 TRC Clutch actuator assembly Clutch Actuator, Actuator Servo Valves
actuation including sensors and support, local electrical
system cooling shroud and and electronic
sensors components, Fixings to PU
or Gearbox, Cooling
Shroud.
3E Clutch shaft 9.2 TRC Shaft between clutch and Clutch shaft, intermediate Clutch shaft torque sensor
gearbox (if PU mounted) support bearing and
or PU (if Gearbox bracket if required.
mounted)
3F Clutch shaft 9.2 SSC
torque sensor
3G Gearbox 9.5 TRC All components involved Driveline and Servo valves
Internals in transmitting torque Gear−change components
between the gearbox defined in Article 9.1
input shaft and the drive
shafts and components
essential for the
functioning of the
gearbox.
3K Auxiliary 9.5 TRC Components that are not Oil Pressure and Scavenge Oil cooler
Components included in Driveline or Pumps, Oil Filter, Oil Tank,
(Oil system, Gear−Change Reverse−gear idler &
reverse gear Components but interact Actuator, Differential
etc.) directly with these Actuator, local electrical
components and are and electronic
essential for the components.

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Ref. Component Art. Class. System Description, & Included Components Excluded Components
or Assembly Boundaries (List not exhaustive) &
Supply Terms
functioning of the
gearbox.

3L Drive shaft 9 OSC The assembly that Driveshaft, joints, bearings


transfers load from the and any required fixings,
gearbox driveline torque sensors and/or
components to the Axles trigger wheels if present
4 Suspension and Steering
4A Inboard Front 10.4 TRC All parts of the front Rockers, springs, ARB
Suspension suspension between the system, damper, bearings,
connection to the push / local electrical and
pull rod and the survival electronic components,
cell. ride height adjustment,
any brackets which are
not integral with the
survival cell. A range of
set−up options
4B Front 10.3 TRC Structural members Wishbones / Links, Suspension fairings as
Suspension connecting the upright to Track−rod, Push/pull Rod, defined in 3.14
Members the survival cell, steering Bearings, Inboard Brackets
or inboard suspension not integrated in the
survival cell, Fasteners,
Wheel Tethers, local
electrical and electronic
components
4C Front Upright 10.6 TRC Upright assembly Upright, Brackets − Any braking system
Assembly between the connection including variants for components described in
(Excluding to the suspension set−up changes, Article 11
Axles, members and the wheel Fasteners, local electrical
bearings, nuts bearings and electronic
& retention components, Upright
system) Loom.
4D Front Axles TRC Axle geometry lying Axle geometry lying
(Inboard of inboard of the contact inboard of the contact
the contact surface with the wheel surface with the wheel
surface with spacers and wheel bearing spacers, wheel bearings
the wheel assembly and spacers, interface and
spacer) and mounting to the brake
bearings, disc bell.
4E Front Axles 10.9 OSC Axle geometry lying Axle geometry lying
(outboard of outboard of the contact outboard of the contact
the contact surface with the wheel surface with the wheel
surface with spacers, wheel nut and spacers, axle nuts, wheel
the wheel dual stage mechanism to nut, fasteners, and wheel
spacer), nuts retain nut if loose nut retention system.
& retention
system
4F Inboard Rear 10.4 TRC All parts of the rear Rockers, springs, ARB
Suspension suspension between the system, dampers,
connection to the push / bearings, local electrical
pull rod and the gearbox and electronic
carrier components, ride height
adjustment, any brackets

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Ref. Component Art. Class. System Description, & Included Components Excluded Components
or Assembly Boundaries (List not exhaustive) &
Supply Terms
which are not integral
with the Gearbox Carrier.
A range of set−up options

4G Rear 10.3 TRC Structural members Wishbones / Links, Suspension fairings as


Suspension connecting the upright to Track−rod, Push/pull Rod, defined in 3.14
Members the gearbox case or Bearings, Inboard Brackets
inboard suspension not integrated in the
Gearbox Carrier,
Fasteners, Wheel Tethers,
local electrical and
electronic components.
4H Rear Upright 10.6 TRC Upright assembly Upright, Brackets − Any braking system
Assembly between the connection including variants for components described in
(Excluding to the suspension set−up changes, Article 11
Axles, members and the wheel Fasteners, local electrical
bearings, nuts bearings and electronic
& retention components.
system)
4I Rear Axles TRC Axle geometry lying Axle geometry lying
(Inboard of inboard of the contact inboard of the contact
the contact surface with the wheel surface with the wheel
surface with spacers and wheel bearing spacers, wheel bearings
the wheel assembly and spacers, interface and
spacer) and mounting to the brake
bearings, disc bell,
4J Rear Axles 10.9 OSC Axle geometry lying Axle geometry lying
(outboard of outboard of the contact outboard of the contact
the contact surface with the wheel surface with the wheel
surface with spacers, wheel nut and spacers, axle nuts, wheel
the wheel dual stage mechanism to nut, fasteners, and wheel
spacer), nuts retain nut if loose nut retention system.
& retention
system
4L Power 10.5.3 TRC Steering unit from the Rack assembly, local
Assisted attachment to the electrical and electronic
Steering steering column to the components, protective
clevises for the track rods, cover, fasteners to
connection to the survival cell, options for
hydraulic system and varying assistance.
connection to the
electrical loom
4M Steering 10.x OSC The assembly that Forward and Rearward Fixings to the survival cell.
column transfers load from the columns, bearings,
steering wheel QD mounting brackets,
through to the Power attachments to chassis,
Assisted Steering parts required to pass
impact test. local electrical
and electronic
components.
4N Steering OSC The assembly that Steering Wheel, quick Any component that cannot
wheel and transfers load from the release mechanism, gear be removed via the
quick release driver to the steering shift and clutch paddles, operation of the quick
column local electrical and release

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Ref. Component Art. Class. System Description, & Included Components Excluded Components
or Assembly Boundaries (List not exhaustive) &
Supply Terms
electronic components,
SECU elements integrated
in the assembly

4P Wheel rims 10.7 OSC Wheel Rim Assembly Rim, drive pegs, spacers, TPMS sensor
closing panels, Tyre valve,
TPMS sensor mount.
4Q Tyre pressure SSC BF1 TPMS Mountings Tyre valve
sensor (TPMS)
4R Tyres 10.8 SSC
5 Brakes
5A Brake disc, 11 OSC Structural brake disk bell Any component bolted on
disc Bell, and transferring torque from the structural disk bell (i.e.
pad assembly the axle to the brake disc, deflectors)
brake disk and pads
5B Brake calipers 11 OSC Machined Brake Calipers, Hoses, pipes, and mounting
pistons, seals, QD’s, local system to the uprights.
electrical and electronic
components
5C Rear brake 12 OSC BBW master cylinder and Hoses and pipes
control actuator, servo or
system (BBW) solenoid valves, directly
mounted local electrical
and electronic
components master
cylinders, balance bar
assembly
5D Brake master 12 OSC Master cylinder(s), Fixings to the survival cell.
cylinder push−rods, brake balance
system, local electrical
and electronic
components
6 Fuel System
6A Collector 6.6.4, OSC Collector assembly and Collector assembly Hoses and pipes
6.6.6 pressurisation system if including any
fitted. pressurisation system, any
local electrical and
electronic components,
level sensor, filters, AV
mounts and mounting
fasteners
6B Primer 6.6.2,6 SSC Primer pump(s), and pipes Primer pump(s), flexible Components classified as
pumps, and .6.3 between the primer pipes and hoses and their part of collector.
flexible pipes pump(s) and the fittings between pump(s) Components upstream of
and hoses breakaway valve. and breakaway valve, fuel primer pump(s).
flow meter inlet pressure Components between
and temperature sensors. primer pump(s) and
breakaway valve listed as
OSC.
6C Fuel Bladder 6.1 LTC

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Ref. Component Art. Class. System Description, & Included Components Excluded Components
or Assembly Boundaries (List not exhaustive) &
Supply Terms
6D Fuel system 6.2, TRC Fuel bladder
components 6.3,
not listed as 6.5,
OSC or SSC or 6.6
LTC
6E Fuel System 6.6.1, OSC Low pressure fuel system Pressure Relief Valves Fuel cell pressurisation
Hydraulic 6.6.3, from lift pump inlet filters (PRV), Non−Return Valves system. Fuel cell fill/drain,
Layout as 6.6.4, up to and including chassis (NRV), Breakaway Valve, and vent.
described by 6.6.5, breakaway valve or filters, lift pumps, optional Primer pump(s), flexible
schematic in 6.6.6 optional inlet filter to high damper, rigid pipes and pipes and hoses and their
article 6.6 pressure fuel pump (if manifolds and their fittings, fuel flow meters and
fitted) fittings, FIA sample, their inlet pressure and
collector fill/drain port, temperature sensors
optional collector
pressure sensor, optional
running bleed Any
additional parts which are
not shown on the
schematic, but which will
be deemed to be
necessary for the proper
behaviour of the hydraulic
circuit shown in the
schematic, subject to the
approval of the FIA
Technical Department
6F Fuel tank 6.1.4 LTC The Sensor and PRV Sensor and fittings to fuel Fuel bladder
pressure 6.6.4 specified in 6.1.4 and bladder. PRV and fittings
sensor and shown in diagram 6.6.4 to fuel bladder
PRV
7 Hydraulic System
7A Hydraulic TRC Hydraulic pump, hydraulic
pump and accumulator, local
accumulator electrical and electronic
components, parts
required to mount the
unit to the PU
7B Hydraulic TRC Hydraulic manifold block,
manifold, servo valves, solenoid
sensors & valves, filters, local
control valves electrical and electronic
components, AV mounts.
7C Pipes TRC Pipes, fittings, QD Pipes to/from cooler, pipes
between connectors. to/from actuators not
hydraulic associated with gearbox, PU
pump, (BBW, PAS etc).
hydraulic
manifold &
gearbox or
engine
actuators
9 Oil & Coolant Systems
9C Primary heat 7.4.1b LTC Heat exchanger assembly Welded cooler, electrical Fittings, hoses, pipes, AV
exchangers as defined in 7.4.1b and electronic mounts

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Ref. Component Art. Class. System Description, & Included Components Excluded Components
or Assembly Boundaries (List not exhaustive) &
Supply Terms
components directly fitted
to cooler
9D Secondary 7.4.1c TRC Secondary heat exchanger Heat exchanger unit, Ducts feeding cooling air,
heat units as defined in 7.4.1c directly mounted pipes, hoses, AV mounts.
exchangers electrical and electronic
components
10 Power Unit Ancillaries and Sensors
10A ES IVT sensor 5.3.2 SSC
10B Fuel Flow 5.11.3 SSC Prescribed fuel flow Fittings, hoses, pipes, AV
Meter meters mounts
10C Power Unit 5.14.3 SSC
Pressure and
Temperature
sensors
10D Power Unit 5.4.8 TRC Studs between PU and Studs, Nuts, Top−hat Inserts integrated into
mountings to Survival Cell and between Bushes, Barrel nuts. survival cell or gearbox
gearbox and PU and Gearbox. carrier
survival cell
10E High Pressure 5.11.6 SSC
fuel pump
10F Exhaust 3.8.2 TRC Exhaust and wastegate Pipes, clamps
System pipes downstream of
Beyond turbine exit / wastegate
Turbine and exit.
Wastegate
Exits
11 Electrical Systems Hardware
11B Electrical TRC Looms interfacing the Main chassis looms, can Looms for test installations
looms main chassis electrical be made of separate linked to Article 8.15.1
system with PU systems, parts, up to and including
transmission systems and the connectors to local PU
other peripheral control looms, transmission looms
or measurement systems. or other local looms for
peripheral control or
measurement systems.
11C car to team 8.6.1 SSC
telemetry
11D Driver radio 8.9 SSC
11E Accident Data 8.10.1 SSC
Recorder
(ADR)
11F High speed 8.10.3 SSC
camera
11G In−ear 8.10.4 SSC
acceleromete
rs
11H Biometric 8.10.5 SSC
devices
11J Marshalling 8.12 SSC
system
11K Timing 8.16 SSC
Transponders
11L TV Cameras 8.17 SSC

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Ref. Component Art. Class. System Description, & Included Components Excluded Components
or Assembly Boundaries (List not exhaustive) &
Supply Terms
11S Standard 8.1.4 SSC
Electronic
Control Unit
(SECU)
11T SECU FIA SSC
applications
11U SECU Team LTC
applications
12 Safety Equipment
12A Fire 14.1 OSC Pipes, hoses, mountings to
Extinguishers the survival cell.
12B Rear lights 14.3 SSC Local electrical looms
13 Miscellaneous Components
13A Water drink OSC Pipes, hoses, mountings to
system the survival cell.
14 Pitstop Equipment
14A Wheel Guns TRC The impact wrenches used Guns, Air lines (between
to remove and fasten gun and gantry for
wheels during a pit stop. pneumatic), Batteries (if
Either pneumatically, or electrical), signalling
electrically powered lights, signal cables,
calibration jig, Heatshields
(for protecting guns in
extreme weather
conditions)
14B Front Jack TRC The jack used to lift the Jack, signalling lights, Cradle shaped to any LTC
front of the car. signal cables. component.
14C Rear Jack TRC The jack used to lift the Jack, signalling lights, Cradle shaped to any LTC
rear of the car. signal cables. component.
14D Side Jack TRC Jack inserted from the Jack
side in unusual situations
14E Overhead TRC Gantry or gantries Gantry, air lines, air
Gantry providing air and electrical regulators, cabling.
connections to other
items of pitstop
equipment.
14F Control TRC The system used to Sensors, cameras, “traffic
System control the pit−stop lights”, associated cabling,
software.
14G Transport TRC Boxes and stillages used Boxes, stillages.
Boxes to transport pitstop
equipment

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APPENDIX 7: APPROVED CHANGES FOR FUTURE YEARS

Changes Approved for 2027

Changes Approved for 2028

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© 2024 Fédération Internationale de l’Automobile Issue 8

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