Q1. What does ‘overboosting’ mean?

A: Overboosting happens when a car’s turbocharger produces more boost pressure than the maximum level permitted for that engine type. In simple terms; overboosting provides a momentary performance increase, above what is allowed for that engine.

Q2. Why are boost limits used in the championship?

A: Boost limits are used to balance maximum power outputs across different engine types. Whilst each engine has a tailored maximum boost level in order to equalise their maximum horsepower across the grid, it remains the responsibility of the team and engine builder to design and run their engine in a way that operates within that maximum boost limit.

Q3. What changed for the 2026 season?

A: For 2026, the championship introduced a live boost monitoring system, developed in collaboration with Cosworth. Unlike previous years where boost levels were checked after races, it is now monitored continuously, in real time, during all on-track sessions and races.

Q4. How was boost monitoring handled before 2026?

A: Previously, boost data was reviewed after a race. So, if a car exceeded the permitted boost level, beyond the allowed tolerance level, the only available penalty was automatic disqualification from that session or race; the team/driver did not have the real-time information and therefore could not adjust it accordingly whilst on-track.  

This year is a much fairer system as it allows the driver and team the opportunity to correct any overboost as much as possible, in real-time, rather than face the penalty of automatic disqualification.

Q6. How does the new live boost monitoring system work?

A: The system tracks how long each car operates above the permitted boost threshold (after allowing for spike tolerances such as kerb strikes and downshifts). If a driver exceeds this allowance, the system will automatically reduce the available boost as a penalty providing there is enough time left in the race or qualifying lap to do so.

As well, the driver also has the ability to make adjustments to reduce their overboost, whilst on-track, in order to ensure it remains within that permitted level during that race or lap.

Q7. What penalties can be applied under the new system?

A: There is now a sliding scale of penalties:

• Minor penalty: 5 seconds
• Medium penalty: 10 seconds
• Maximum penalty: Disqualification

Disqualification only applies if a driver finishes the race (or lap, in qualifying) whilst still in the maximum ‘penalty state’ and thus has not reduced their overboost sufficiently to bring it below the allowed tolerance level, or even down to the ‘medium’ or ‘minor’ penalty positions.

Q8. What does ‘penalty state’ mean?

A: A driver is in a penalty state if they have exceeded their total allowed boost usage and have not ‘paid it back’ by running reduced boost for the required amount of time before finishing the race (or the lap, in qualifying).

Q9. Can drivers manage this during the race?

A: Yes. Drivers and engineers can adjust boost levels in the car during the race. Skilled teams aim to run as close to the limit as possible while staying within their allowance and correcting their boost usage when necessary. The driver can also see, in real-time via their dashboard display, if they are in an overboost penalty state and they can make adjustments to their engine mapping and/or driving to bring that overboost down to within the tolerance level.

Q10. Does this affect qualifying differently than races?

A: Yes. In qualifying, drivers cannot finish a lap while in an overboost penalty state. If they do, that lap is automatically deleted. For example, at Donington Park several individual laps were deleted during qualifying because drivers exceeded boost limits during their qualifying lap and did not ‘repay’ it before that lap ended. For context, some 94% of all cars were in compliance and controlled their boost levels.

How is this different from the TOCA Turbo Boost (TTB)?

A: The system discussed here is called CLBS – Closed Loop Boost Scrutineering, which enforces technical compliance of the mandated base boost-level for that engine.

It has nothing to do with the TTB, which is a separate championship system which provides additional boost (via a push to pass button) designed to assist overtaking and/or competition.  The TTB is not part of the CLBS monitoring.

Q12. Who monitors the CLBS system during races?

A: Boost usage is monitored live in both race control and the TOCA Technical Centre using technology supplied by Cosworth and (timing partner) TSL. Any infringements are immediately checked, reviewed and formally reported to the Race Director if required.

At the same time, the teams can also monitor if their car is in an overboost penalty state and can have their driver make an adjustment to their engine mapping setting in order to correct it.

Q13. Why were penalties seen earlier in the season?

A: There were a small number of penalties early on, but by races two and three every competitor operated within the limits and there were no penalties. The expectation is that the system will largely run quietly in the background as teams/drivers adapt to ensure they don’t overboost to a degree where they will receive a penalty.

Q14. What is the overall goal of the new system?

A: The aim is fairness and transparency — preventing drivers/teams from gaining an advantage through excess boost whilst avoiding the automatic postrace disqualification as much as possible.  

All teams voted and agreed to bring this system into operation, in order to reduce the number of harsh penalties for overboosting.

Therefore, teams and drivers now have the tools at their disposal to see and correct any overboosting during the race (or lap) rather than face an automatic disqualification as a result of their engine overboosting.