Poll: As F1 changes its cars yet again, which was its best modern rules set?

More downforce or less? Wider cars or narrow? Modern engine technology or traditional internal combustion?

Formula 1 has flitted between different car concepts in recent decades with varying degrees of success. In 2026 it is embarking on one of its most radical changes ever.

But when, in recent years, did it come closest to getting it right?

2000-05: V10, narrow track, grooved tyres

At the turn of the millennium, Formula 1 had already imposed significant restrictions on car and engine design. In an effort to cut cornering speeds in 1998, car widths had been cut from two metres to 1.8m and grooved tyres introduced. Engines had to have 10 cylinders. There were more freedoms in other respects, however, notably in the area of tyres, where multiple rival suppliers still existed.

This period saw several notably one-sided championships dominated by Ferrari, though minor rules revisions in 2003 provoked an especially competitive season. That changed when the FIA made a contentious change to its interpretation of the tyres rules late in the year, following which Ferrari and Bridgestone resumed their dominance. A one-off rule change for 2005 forbidding teams from changing tyres during races disrupted that.

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2006-08: V8, narrow track

While the chassis rules remained largely the same, teams were required to downsize to eight-cylinder engines from 2006. The championship saw a spike in manufacturer interest as BMW joined Ferrari, Mercedes, Renault, Honda and Toyota. That changed when a global economic downturn prompted several manufacturers to leave.

As F1 planned to introduce a single tyre supplier, Michelin withdrew after 2006. This three-year spell saw each championship go down to the final race, but dissatisfaction over the quality of on-track action prompted a major change in the aerodynamic regulations for 2009.

2009-10: V8, KERS*, OWG aero, slick tyres

The FIA formed an ‘Overtaking Working Group’ to devise regulations which would allow cars to follow more closely. They decided to significantly simplify upper body aerodynamics and specified narrow, tall rear wings and wide front wings, the latter featuring small driver-adjustable elements. Racing slick tyres also returned.

F1 also made its first step towards introducing hybrid power. However the Kinetic Energy Recovery System only contributed a small boost, was not used by all manufacturers in its first year and teams jointly decided not to run it in 2010, in order to save money. The 2010 championship proved unusually competitive, with a record four drivers going into the final race with a shot at the title.

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2011-13: V8, KERS, DRS, high-deg tyres

F1 introduced two further changes in a bid to aid passing in 2011. New tyre supplier Pirelli was charged with producing rubber which would degrade quickly, provoking more pit stops. This period saw drivers change tyres up to four times in some races.

The controversial Drag Reduction System also arrived, permitting drivers to lower their rear wings on straights if they got within a second of another car. Although it unquestionably allowed cars to pass, some regarded it as a gimmick which made overtaking too easy. Those who hoped it would only prove a temporary solution were to be disappointed: it remained part of the formula for 15 years. Red Bull mastered this era, taking four consecutive championships doubles with Sebastian Vettel.

2014-16: V6 hybrid turbo

As car manufacturers increasingly focused their efforts on developing electric and hybrid drive trains, F1 followed suit, introducing ambitious new V6 hybrid turbo power units in 2014. These featured two devices for harvesting electrical energy: the MGU-K (kinetic) and MGU-H (heat). Mercedes were quick to master the new rules and utterly dominated the first three years of the new regulations.

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2017-21: V6 hybrid turbo, wide track

The new aerodynamic regulations introduced for 2017 amounted to a reversal of the 2009 changes: Teams were allowed to build more sophisticated aerodynamic structures. Car widths also increased, back up to two metres, and tyres became significantly wider too.

Cornering speeds therefore increased dramatically. However all that new downforce also created a lot more drag, and the importance of DRS to overtaking moves grew. Mercedes continued to win championships, though Vettel gave Lewis Hamilton competition over the first two years, and in the final year of this rules set Red Bull’s Max Verstappen claimed the crown in a deeply controversial finale.

2022-25: V6 hybrid turbo, ‘ground effect’

After buying F1 in 2016, new owners Liberty Media devised a drastic overhaul of the aerodynamic rules which it hoped would improve the quality of racing by allowing cars to follow each other more closely. As in 2009, upper surface aerodynamics were reined in, but they also permitted more sophisticated floor designs in order to generate downforce through the ‘ground effect’.

The change proved a mixed bag at best. To begin with drivers reported they could follow more closely, though as teams improved their cars over the years this benefit was increasingly lost. The ‘ground effect’ also made for a punishingly uncomfortable ride for drivers. By 2024 the field had closed up significantly, producing a competitive championship fight, though that diminished somewhat in the final year of the rules.

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I say

You say

Which was your favourite rules set of the last 25 years? Cast your vote below and have your say in the comments.

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