The images published by the FIA about the 2026 Formula 1 have established clear objectives to correct what the current rules did not do. Talk of better managing dirty air, limiting designers’ ability to generate slipstreams and prioritizing the closest battles is the intention, but there is still plenty of time for teams to thwart good intentions before single-seaters go out on the track for the first time.
Motorsport.com has learned that the renders (those computer-made images) provided by the FIA are a few generations behind where the body is right now in terms of the final draft of the regulations, which will be signed at the end of this month .
However, there are already some interesting observations to be made, even though what they just presented has already changed a bit.
The first of them is that we could be facing a car born from the 2009 rule changesalmost as if the last 15 years had been an alternate timeline.
The front spoiler, the arrangement of the pillars and the nose are reminiscent of the generation of cars that preceded that regulation change, being the Renault R25 and the McLaren MP4-21 perhaps the two iconic cars of that era that would come to mind.
That could be because there is a clear desire to again alter the behavior of the front wing, as the ability to modify the profile of the wheel wake is obviously a key factor in the layout of the rest of the car.
In that sense, the front spoiler will be 100 mm narrower and there is also a change in feel regarding the area of the footplate of the spoiler, which has been removed for 2022, but returns in 2026. There is also scope for other aerodynamic tricks on the upper surfaces.
The front wheel deflectors found on current cars have also been removed, as the technical working group that contributed to the development of this regulation has clearly found other ways to deal with the wake that is generated.
Instead they have included wake control panels on the wheels which will be fitted to the front of the pontoons, whilst there is also a clear move away from the fence and tunnel ground layout we currently have.
That means a return to the pre-2022 floor layout, with a raised floor leading edge, flatter mid-section and lower power diffuser, which will reduce the need for ultra-stiff, low-ride height setups.
He beam wing The rear wing has also been removed once again, probably due to the aerodynamic coupling effect it creates between the diffuser and the spoiler, which could have been a point of friction with the two moving elements of the rear wing.
Perhaps this is where we should point out that, although it is nice to see renders which seem to give a general representation of how the FIA expects the regulations to read, the reality is usually a little more diverse, as noted Jason SomervilleHead of Aerodynamics of the FIA.
“Our goal is to close loopholes and unwanted exploitation opportunities,” he said. “However, we are all experienced enough to know that teams are experts at seeking a competitive advantage.”
“So that’s one of the biggest challenges: making sure that we have a solid regulation, that gives us the performance and the races that we expect.”
And, although teams have been involved in developing the 2026 framework, they cannot begin work on developing the aerodynamic surfaces of their cars until January 1, 2025.
But that will not stop them from creating a working group to develop ideas and solutions for the chassis and mechanics as soon as the regulations are confirmed.
What changes in the F1 cars of 2026
At the heart of the 2026 F1 car is a new power unit, after remove the MGU-H and put more emphasis on energy deployment MGU-Ksince the ICE (internal combustion engine) takes a backseat.
The changes will result in a more balanced relationship between combustion and electrical deployment, as the MGU-K will be able to supply 350 kW, instead of the 120 kW currently permitted. However, to balance the books, fuel flow and boost levels on the combustion side will be reduced.
In order to supply that extra electrical energy to the MGU-K, the energy storage system has been redefined, while the amount of energy that can be recovered in each lap when braking has been significantly increased.
To give more importance to the electrical part of the power unit it has been necessary to change the approach to the design of the chassis and the aerodynamics of the car, since the FIA wants the cars to be more agile.
To achieve this, the maximum wheelbase has been reduced from 3.6 meters to 3.4 meters and the width of the car from 2 meters to 1.90 meters.
The minimum weight has also dropped by 30 kg, to 768 kg, while the width of the wheels and tires has also been modified, reducing 25 mm at the front and 30 mm at the rear.
Great effort has also been made to balance the car’s aerodynamic performance with the new power unit, with the FIA predicting a 30% reduction in downforce and a 55% reduction in aerodynamic drag compared to current cars.
Most of the resistance reduction will come from the new active aerodynamic package that the cars will look like in 2026, since both the front and rear spoilers will have moving elements.
And, although at first glance it may seem like a more powerful version of DRS, this new active system is different from a sporting point of view and necessary to complement the changes made to the power unit.
The active front and rear wings will have two states, or modes, as the FIA has called them: X and Z. The X mode It is the standard state, in which the moving elements contribute to the downforce and drag generated by the car. He Z mode is the state of low aerodynamic drag, in which two elements of the front and rear wing can move to reduce the downforce and drag generated by those elements.
That will improve aerodynamic efficiency and allow the power unit to operate at its optimal level, while providing the necessary harvest to be produced in the braking zone.
As all drivers will be able to use the
Known as override modethe chasing car will be allocated extra energy to uasr during the course of a lap if it is within a certain distance (probably less than a second) at the end of the previous lap.
