Jon Noble

So the famed 50-50 split gets more towards 60-40 in favor of the ICE.

On top of that, they're evaluating bigger batteries.

So potentially we jump from maybe 4 megajoules to 5 megajoules.

And then further tweaks to harvesting, which at the moment is capped at 350 kilowatts.

So potentially you can lift that to 400, 450 kilowatts.

And the end result of that is more power in, which gives you more power out, more energy available, and hopefully get rid of these energy-starved cars struggling especially in qualifying.

So, Ben, is this a moment for you to celebrate?

Yeah, it is fascinating.

When we first got kind of wind that this was on the table, it was a couple of weeks ago, we ran the story that it's up for discussion, it's being debated, it could come in 27 or 28, but our source said it needs to be decided before the Canadian Grand Prix, which we thought, oh, that's a ridiculous timeframe.

Absolutely no way you'll get any consensus on that.

And then in the Miami paddock, speaking to people,

Teams concerned about the chassis implications, which we'll go into.

Concerned about the work needed for power units.

Time's very, very tight now because work's already advancing quite quickly into 27.

So it seemed, on basis, not realistic.

We've got a step forward today.

It's an agreement in principle to the concept, but it would be wrong to say that all those concerns have now been wiped away, everything sorted, and there's a clear roadmap, which means everything's in place for the first race of 2027.

It's still a surprise though, isn't it?

I think the cause of this is the FIA have been quite proactive on it and there's been a subtle stance shift from them.

Whereas 12 months ago when we were expressing concerns about these regulations, they were quite defensive on elements of it, working to make them work.