“At the moment [in the 2026 regulations] there are some difficulties that aren’t essential and won’t contribute to the rivalry or the exhibition that I truly believe require adjustment,” stated McLaren’s Oscar Piastri preceding the Belgian Grand Prix weekend.
“I anticipate a number of difficulties accompanying that, with numerous being thrilling and differentiating, providing chances for advantage or disadvantage. Nonetheless, certain aspects requiring alteration don’t offer advantages to anyone.”
Doubts regarding the 2026 Formula 1 regulations, revolving around an equal division of electrical and conventional internal combustion energy, are not novel. Fears emerged previously about the electrical power potentially depleting prematurely for complete utilization on straight sections, spurring reconsideration of the mechanical configuration – incorporating active drag-reduction aerodynamics.
Yet, this matter resurfaced prominently in recent weeks after Charles Leclerc characterized a simulation run in Ferrari’s 2026 model during June as “not pleasurable,” and Lance Stroll grumbled, deeming the entire concept merely a “battery science endeavor.”
Two primary concerns exist: initially, the cars’ weight may not significantly decrease compared to the current generation, while their narrower chassis and wheels could result in diminished grip and downforce – consequently reducing cornering velocities. Predictions suggest a downforce reduction of up to 30%; realistically, given the acumen and ingenuity of F1’s engineering divisions, a more likely range hovers around 20% or less.
The other anxiety source lies in the more intricate energy-management demands of the upcoming powertrains. Their electrical component is set to deliver 350 kilowatts compared to the present 120kW, yet charging (reaching 8.5 megajoules per lap) and storage capabilities remain restricted. Drivers worry about dedicating half the lap to adjusting switches on the steering wheel, an action they perceive as insignificant.
Proposed 2026 regulations have not been universally popular
Photo by: FIA
As a consequence of drivers’ initial uncertainties, the FIA has fine-tuned the technical regulations to incorporate a so-called ‘turn-down ramp rate’ which diminishes the power delivery before the usable charge is exhausted at circuits demanding high energy levels. The sporting regulations now officially recognize a fluctuating range of permitted energy harvesting contingent on the venue, as opposed to a consistent 8.5MJ per lap.
This subsequent refinement was a response to concerns that tracks with reduced braking needs would require absurd actions to gather 8.5MJ across a lap, such as braking or lift-and-coasting on straightaways – a nonsensical spectacle and potential hazard. The cap might now drop to as low as 5MJ at specific locations.
“It’s advancing positively,” Leclerc admitted within Spa. “And ideally, because it diverges greatly from our norms.
“Drivers will confront numerous aspects requiring them to dismiss learned knowledge during their careers, commencing afresh. This feels slightly peculiar given my involvement in this sport since age four – potentially needing to erase elements from my muscle memory seems odd.
“Nevertheless, it’s part of the landscape. Inherently, reinventing rules and identifying alternative performance avenues is a challenge. Therefore, I anticipate the challenge, although it’s vastly dissimilar.”
FIA single-seater Nikolas Tombazis shared earlier in the year with Autosport: “Naturally, drivers assess preliminary car versions during development, potentially capturing snapshots unfamiliar to them.
Tombazis reckons some driver dissatisfaction is inevitable
Photo by: Andy Hone / Motorsport Images
“They might derive conclusions prematurely. Generally, a driver exiting a car from a certain regulation cycle and entering a novel one, boasting, for instance, less downforce, wouldn’t express fondness.”
The present simulations hint that total lap durations may not significantly decrease, owing to the cars showcasing distinct performance characteristics. While slower navigating corners due to diminished grip and downforce, their narrower chassis and active aero are likely to facilitate enhanced top velocities.
Moreover, a greater proportion of electrical deployment might enable cars to accelerate from corners with enhanced swiftness.
Collectively, drivers will need adopting a fresh strategy and, occasionally – as Leclerc implied – discarding years’ worth of gathered expertise. Undoubtedly, certain individuals will acclimate quicker than others, partially motivating the objections.
Yet, Formula 1 has historically demanded adaptation and modification from drivers in response to technological advancements.
When Giuseppe Farina secured the inaugural drivers’ championship 75 years prior, he competed in a front-engined vehicle equipped with drum brakes and a wooden-rimmed steering apparatus. He was seated with his legs astride the transmission tunnel, the propshaft and differential operating underneath his meticulously upholstered seat. He wore no safety harness, as the conventional belief suggested being ejected from the car proved safer during accidents.
Analyzing this car specification, Renault test pilot Ferenc Szisz, triumphant at the 1906 French Grand Prix in an AK 90CV featuring brakes on merely one axle manipulated via lever and cable, would undoubtedly direct his riding mechanic to “tiens ma biere”.
Lewis Hamilton holds a comparable perspective on the subject of these novel regulations.
“The subsequent phase, I would argue, allows drivers greater input into development, notably concerning the power unit and its application,” he conveyed within Spa.
Hamilton has been quite philosophical about 2026 changes and relishes the engineering challenge
Photo by: Erik Junius
“I hesitate to dismiss it outright, as positive outcomes could emerge. We’ll observe developments upon entering the coming season.
“Outcomes may vary – proving favorable or otherwise. Only subsequent experiences will confirm matters.
“I appreciate that while contesting this season’s championship, concurrent development of the existing and future cars is also demanded. That enthralls me. Continuous engagement with the identical vehicle and minor gradient advancements wouldn’t be nearly as enjoyable.”
Concerns regarding the unfamiliar aren’t limited to the driver community. The initial tests during next January will be conducted privately at Barcelona’s Circuit de Catalunya – a notable contrast to recent years’ televised, publicly accessible events.
F1 aims to avert a recurrence of the porpoising predicament which afflicted the present generation of vehicles. Or indeed, the original hybrid-era tests when Renault-powered vehicles barely completed a lap.
Yet, once public, a meritocracy will materialize. As the saying goes, the moment the flag drops, disruptions cease.
“I believe drivers will conform to provided equipment,” remarked Carlos Sainz.
“We’ll strive for maximum speed. Performing six or seven switch adjustments per lap won’t deter us.
“We’ll excel at this, like always.”
