The FIA has recently sparked huge debate by publishing detailed rules that will come into force in F1 in 2026. Although the new system aims to benefit the sport, some controversial decisions have led to distrust among drivers, F1 engineers and fans.
Let's take a closer look at the technical decisions behind the new regulations and how they will impact racing in 2026.
F1 2026 Power Unit System Changes
The 2022 rules were mainly focused on aerodynamic changes, with the power unit remaining largely unchanged and the chassis and exterior design overhauled. But the 2026 rules bring major changes under the bonnet. The FIA has decided to remove the MGU-H component to simplify the power unit and reduce costs, which will hopefully attract new engine manufacturers and make the sport more exciting and competitive.
In addition, the power of the car's electrical system will triple, from 120 kW to 350 kW. This change is intended to revolutionize overtaking dynamics on the track. Until now, cars have used aerodynamic advantages such as DRS for overtaking. From 2026, this advantage will be primarily electric.
The goal is to utilise the increased power to increase speed on the straights and assist drivers in overtaking. The traditional DRS system will be phased out. This particular change has caused some frustration, but to fully understand it, other regulatory changes need to be taken into account.
The main problem with increasing the capacity of the electrical system is how to recover the energy. Given the dimensions and design of a modern F1 car, energy is mainly recovered from the rear axle during braking. Engineers convert the car's kinetic energy into electrical energy and store it in a battery, which causes the car to naturally slow down. But the increase in capacity is too large to be managed this way alone. The simple solution is to increase fuel consumption to help charge the battery, which means the size of the fuel tank remains roughly the same and the overall weight of the car does not decrease.
The main aim of the new regulations is to simplify power units, but a deeper analysis raises the question of whether they will actually be simplified.
What has been said so far about the F1 2026 rules announcement?
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Changes in aerodynamics
The removal of the MGU-H components reduces the overall size of the car, reducing its maximum length by 200mm and width by 100mm. Many felt that this change was long overdue and should have been more drastic, with modern F1 cars being too large for some tracks.
There will also be major changes to the look of the cars, particularly the front and rear wings. The 2022 rules promised more exciting racing and improved tracking, but engineers quickly found ways to divert dirty air from the front tyres away from the car, improving aerodynamics while also increasing turbulence behind the car. The new rules aim to prevent this with redesigned front wing endplates that create an in-wash effect.
Overall drag will be reduced by 55% and downforce by 30%, resulting in what will likely be the slowest generation of F1 cars for some time – extremely fast on straights but significantly slower in corners due to the reduced downforce.
Less downforce also means that active aerodynamics, especially on the front wing, could allow for softer suspension.
The reduction in aerodynamic forces puts emphasis on power unit performance, meaning that the manufacturer with the best engine and most efficient electrical system is likely to have the biggest advantage on the track.
The final era of the DRS system
Aerodynamic changes also include the elimination of the conventional DRS system and the introduction of X- and Z-modes.
The active aerodynamics involves varying the angle of the flaps on both the front and rear wings, something never before seen in the history of the sport. Each wing has two flaps that can change position based on the mode selected by the driver.
Z-mode focuses on maximizing downforce and cornering speed. On the straights, drivers can turn on X-mode to open the flaps and increase top speed. These modes are only available on certain parts of the track for safety reasons.
But the key difference is that X-Mode is no longer just a tool to make overtaking easier, but can be used by any driver, regardless of the distance to the car in front.
Drivers have been vocal about this change, and for good reason: constantly adjusting the front and rear flaps would cause significant aerodynamic imbalances during mode changes, making precise control difficult, plus potential system failures could lead to larger downforce imbalances, potentially creating dangerous situations.
Will the 2026 race be any more exciting?
It's a difficult question to answer definitively: it's clear that the FIA is keen for change, but the new regulations do not inspire confidence in everyone.
The removal of the MGU-H is a positive step as it is one of the most complex components of the power unit. The decision will save development time and costs and pave the way for the entry of a record six new manufacturers in 2026 – a very exciting prospect.
But the increase in power is intended to replace the advantage provided by the DRS system. Suddenly the power unit isn't so simple and looks set to be the main advantage on the track.
The reduction in car size and weight is certainly a positive and hopefully this is just the first step in a trend towards smaller F1 cars. Additionally, the aerodynamic changes that will force teams to take advantage of the in-wash effect to reduce dirty air behind the car are very promising and could lead to more exciting racing.
Meanwhile, the new X- and Z-modes complicate the aerodynamics and overall car balance, which could cause a lot of problems. For every positive change made by the FIA, there seems to be at least one decision that calls into question the entire overhaul.
However, many unknowns remain, such as the development of the aerodynamic characteristics of the car's floor, the floor edges and other components.
It is important to note that the final version of the regulations has yet to be finalised, with ratification by the World Motor Sport Council scheduled for the end of June.
The result is expected to be more information and a clearer outlook for the 2026 season.
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