The FIA ​​recently released a detailed set of regulations that will come into effect in F1 2026, sparking much debate. Several controversial decisions have led to distrust among drivers, F1 engineers and fans, despite the new system aiming to benefit the sport.

Let’s delve into the technical decisions behind the new regulations and how they will impact racing in 2026.

Changes to F1 2026 powerplant systems

The 2022 regulations focused mainly on aerodynamic changes, with the powerplant largely unchanged, while the chassis and exterior design were completely overhauled. However, the 2026 rules bring major changes under the hood. The FIA ​​​​has decided to remove the MGU-H component to simplify and reduce the cost of the power unit, potentially attracting new engine manufacturers and making the sport more exciting and competitive.

In addition, the cars’ electrical system will triple in power, from 120 kW to 350 kW. This shift aims to revolutionize overtaking dynamics on the track. Until now, cars used aerodynamic advantages, such as DRS, to overtake. From 2026, this advantage will mainly be electric.

The aim is to use more electrical energy to provide extra speed on the straights, allowing drivers to overtake better. The traditional DRS system is being phased out. This particular change has caused some dissatisfaction, but to fully understand this we must also consider the other regulatory changes.

The main issue with the increased capacity of the electrical system is how the energy will be harvested. Given the size and design of modern F1 cars, energy during braking is mainly recovered via the rear axle. Engineers convert the car’s kinetic energy into electrical energy and store it in the battery, which slows the car down naturally. However, the increased capacity is too large to be managed solely by this method. A simple solution is to increase fuel consumption to facilitate battery charging, which means that the dimensions of the fuel tanks remain virtually unchanged, without reducing the overall weight of the car.

Although the main purpose of the new regulations is to simplify the power unit, a deeper analysis raises questions about whether they will indeed be simpler.

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Aerodynamic changes

Removing the MGU-H part reduces the overall size of the cars, reducing maximum length by 200mm and width by 100mm. This change is long overdue, and many felt it should have been more drastic as modern F1 cars are too big for some circuits.

Significant changes will also be made to the cars’ appearance, particularly the front and rear wings. The 2022 regulations promised more exciting racing with easier tracking, but engineers quickly found ways to direct dirty air from the front tires away from their cars, improving their aerodynamic performance while creating more turbulent air behind the tires. The new rules aim to prevent this with a redesigned front wing endplate that will generate an inwash effect.

Overall drag is reduced by 55% and downforce by 30%. So prepare yourself for possibly the slowest generation of F1 cars for a while. Although they will be extremely fast on the straights, they will be much slower in the corners due to the reduced downforce.

Less downforce also means the potential for softer suspension, especially with active aerodynamics on the front wing.

The reduction in aero forces will emphasize the performance of the power unit, making it likely that the manufacturer with the best engine and most efficient electrical system will have the greatest advantage on the track.

The last era of the DRS system

Aerodynamic changes also include the elimination of the classic DRS system, replaced by the introduction of X and Z modes.

Active aerodynamics involves changing the angles of the flaps on both the front and rear wings – something never seen before in the history of the sport. Each wing has two flaps that can change position based on the mode the driver selects.

Z mode will focus on maximizing downforce and cornering speeds. On straights, drivers can engage X mode, which opens the valves and increases top speeds. These modes can only be used on specific parts of the circuit for safety reasons.

However, the main difference is that X mode will no longer be a tool for easier overtaking, as any driver can use it regardless of the distance to the vehicle in front.

Drivers have been vocal about this change, and for good reason. Constant adjustments to the front and rear flaps will significantly disrupt the aerodynamic balance during mode changes, making precise control more challenging. In addition, potential system failures can lead to greater downforce imbalances and dangerous situations.

Will racing be more exciting in 2026?

It is difficult to answer that question definitively. The FIA’s strong desire for change is clear, but the new regulations do not inspire confidence among everyone.

Removing the MGU-H is a positive step as it is one of the most complex components of the power unit. This decision saves development time and money and paves the way for a record six new manufacturers by 2026 – an exciting prospect.

However, the increased electrical power is intended to replace the advantage of the DRS system. Suddenly the power source is not so simple anymore, and it seems that this will be the main advantage on the track.

The reduction in car size and weight is certainly positive, and we hope this is just the first step in a trend towards smaller F1 cars. Additionally, aerodynamic changes that force teams to use the inwash effect to reduce dirty air behind the cars are promising and could lead to more exciting racing.

On the other hand, the new X and Z modes complicate the aerodynamics and overall balance of the cars, potentially causing a host of problems. It seems that for every positive change the FIA ​​has made, there is at least one decision that calls the entire overhaul into question.

However, much remains unclear, such as the development of the car’s floor aerodynamics, floor edges and other components.

It should be noted that the final version of the regulations has not yet been confirmed, as ratification by the World Motor Sport Council is scheduled for the end of June.

As a result, we expect more information to emerge, which will provide a clearer picture of the 2026 season.

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