In 2026, Formula 1 will enter a new era. After the engine regulations, the rules for the chassis are now in place. After the major rule revolution in 2022, FIA technical director Nikolas Tombazis speaks of a ‘moderate revolution’. Above all, the future drive unit set the framework for the new Formula 1 car.
Although the system performance remains almost the same, the electric component of the power units is significantly larger. Therefore, the energy must be managed accordingly. To ensure that the cars do not become too slow on the straights and do not run out of energy too quickly, air resistance has been reduced by 55 percent.
New Formula 1 era: Active aerodynamics and smaller cars
This is achieved primarily through two measures: active aerodynamics and smaller dimensions. The pilots drive through the curves in what is known as Z mode. All wings are set steeply, air resistance is irrelevant, and only downforce counts.
On predefined full-throttle sections, the pilots then switch to Y mode, in which the front and rear wings are set flat. The active aerodynamics can always be used by every driver in the defined zones, as it is not an overtaking aid. The Z mode is re-engaged at the end of the straight by applying the brake or manually.
The main changes in terms of dimensions are in length and width. The cars are shrinking in width from 2.00 to 1.90 meters. The maximum wheelbase is being reduced from 3.60 to 3.40 meters. This should not only reduce air resistance, but also the weight. At 798 kilograms, the current Formula 1 cars are heavier than ever before.
From 2026: Less weight, less downforce
Not only the smaller dimensions help, but also less downforce. The ground effect principle remains, but the underbody must be partially flat again. To do this, they lose 15 centimeters in width. The diffuser must also no longer be as powerful. In total, the cars lose around 30 percent of downforce.
What will certainly be criticized by drivers means that the car’s load-bearing components can be made lighter because the forces are no longer as high. This is another way to achieve part of the weight reduction.
The original plan was to save a lot of weight on the tires as well. The change from 13- to 18-inch tires for the 2022 Formula 1 season was one of the biggest weight drivers. That’s why 16-inch tires were considered for 2026 for a long time. However, out of fear that the smaller surface area could lead to increased overheating, the company stuck with 18-inch tires, which are 8% narrower.
However, one problem is still not solved: the issue of overtaking. With active aerodynamics and significantly lower air resistance, the races threaten to become processions. But the FIA has also worked on this in the 2026 regulations.
Less dirty air and overtaking mode
On the one hand, lessons have been learned from 2022. The current generation of vehicles produces less turbulent air than its predecessor, but racing is still far from perfect – and the constant development is making the problem worse again.
That is why, on the one hand, they looked at how they could force the aerodynamicists to avoid dirty air. The problem is caused primarily by outwash, i.e. air that is directed outside the car. One measure is a 10 centimetre narrower front wing, which has the end plates much further inside. The air should be directed inside past the front wheels. There should also be numerous standardised components that protect sensitive areas from resourceful engineers.
But you don’t want to rely on that alone: the abolition of DRS is compensated for by the introduction of the override mode. This is a mode that allows the driver behind to use more electric power at higher speeds.
In ‘normal’ mode, the power that the MGU-K can deliver to the crankshaft is gradually reduced from 290 km/h. In override mode, the driver behind can use the full 350 kilowatts of the MGU-K up to 337 km/h. This means that the driver behind has a significant speed advantage at the end of the straight. At the same time, an additional 0.5 megajoules can be recuperated per lap in override mode.
As always, the FIA has also made improvements in terms of safety. The front crash structure will be designed in two stages in 2026. This will prevent the structure itself from being torn off after a first impact and the monocoque from being unprotected in the event of a possible second impact.
The intrusion protection around the cockpit will be reinforced, and around the tank even doubled. What is remarkable is that despite the measures, the weight will not increase. In addition, stricter rules will apply to the rollover structure in 2026, which will then have to withstand 20G instead of the previous 16G.
The lights on the vehicles are also being improved. After the development of spray guards was shelved because the spray mainly comes from the underbody, the aim is to improve visibility in the rain at least a little with better rear lights.
There will also be changes to the budget cap in 2026. Christian Horner is not happy about this. You can read why and what should change in this article.