Esteban Ocon articulated the upcoming regulatory changes for the 2026 Formula 1 season by stating, “We might as well disregard all knowledge acquired since our go-kart days.”
This sentiment is not unique to him, as a prominent discussion point leading into the forthcoming season revolves around the extensive stylistic adjustments required from drivers to master these entirely novel vehicles; Oscar Piastri noted “rather substantial disparities” compared to previous designs, and George Russell remarked on “a considerable amount of adaptation currently needed.”
A primary area of adjustment pertains to the power unit, which now exhibits a greater dependence on electric power, sharing an almost equal 50-50 distribution with the internal combustion engine. Consequently, energy recovery from the battery will become a pivotal aspect across all 24 Grand Prix events, as drivers will occasionally be compelled to conserve their vehicle’s power to enhance speed subsequently – for instance, by downshifting on a straight.
Therefore, deliberately decelerating to attain a superior lap time fundamentally contravenes conventional driving wisdom instilled in drivers from a young age, with current world champion Lando Norris identifying “battery management as the most significant hurdle right now.”
However, safety issues have previously surfaced in this context, notably concerning closing velocities. A vivid illustration occurs when one driver is collecting energy on a straight while the following car is at maximum speed; their convergence rate will be considerably faster than prior instances – a phenomenon observed by Mercedes team principal Toto Wolff during the initial 2026 collective test session in Barcelona.
“George overtook [Franco] Colapinto while Colapinto was completing his extended runs,” he commented. “I estimate there was about a 60km/h or 50km/h speed discrepancy on the straight.”
George Russell, Mercedes
Photo by: Mercedes AMG
Consequently, Wolff anticipates a transformation in racing methodology, particularly as these updated vehicles will also be 32 kilograms lighter – with the mandated minimum weight having been reduced from 800kg to 768kg – and possess diminished downforce compared to the previous ground effect period.
“A significant increase in overtaking maneuvers is expected,” the Austrian further stated. “These will occur in locations where they are currently unforeseen. Therefore, beyond identifying the fastest cars with the most skilled drivers, there will also be an extra layer of strategic and astute driving that, I believe, will be readily graspable for Formula 1 enthusiasts.”
Notwithstanding his positive outlook, the elevated closing velocities and novel chances for overtaking might introduce hazards at circuits such as Jeddah, which feature multiple obscured turns. Russell highlighted this concern two years prior, remarking that “experiencing an impact at 360-370km/h will be quite extraordinary.”
“The cars will possess minimal downforce on the straights,” the Mercedes racer further explained then. “It will nearly feel as if one is gliding airborne. Envision a scenario in a wet race, driving on slick tires, achieving 250 mph on an urban track. That situation would be rather precarious, necessitating answers to these particular inquiries.”
While anxieties regarding wet conditions persist, other challenges have diminished for the presumed frontrunner of the 2026 championship: “Instances of considerable closing speeds will occur, though I anticipate no difficulty in arid circumstances.
“Such an issue would emerge in events with poor visibility. Yet, should visibility be compromised, it inherently implies damp conditions, and when navigating in the wet, due to significantly reduced cornering speeds and extended braking zones, one regenerates substantially more energy and expends considerably less.
Isack Hadjar, Racing Bulls
Photo by: Red Bull Content Pool
“Throughout a single lap, significantly more power will be available for deployment, thereby reducing the occurrence of substantial energy de-rates. Consequently, in moist environments, ample energy should be accessible for use during the lap, and these considerable speed differentials ought to be absent.”
Within the context outlined by the 27-year-old, his assertion implies that all participants would possess adequate electrical power, attributable to the earlier braking and reduced cornering velocities characteristic of races held in damp conditions. This means that drivers would not be compelled to recuperate energy in specific sections, thereby alleviating pronounced disparities in speed. These observations were corroborated by McLaren’s Piastri, following his evaluation of the Barcelona shakedown.
“I approached a few vehicles closely, executing one pass which involved a considerable speed variance, although I believe the other driver was merely courteous in allowing me through,” he recounted. “Therefore, I anticipate speed variations to be somewhat more pronounced than those experienced with DRS, but I do not foresee any hazardous situations involving cars moving at dramatically divergent paces.”
Addressing this potential challenge has been achieved through collaboration between various teams and the FIA, the sport’s governing body. “Considering the significant power disparity, when the battery is not fully engaged, there’s a 350-kilowatt — a substantial horsepower — difference, so some form of notification is necessary,” Piastri elaborated. “Consequently, we’ve engaged extensively with the FIA, involving all teams, to ensure maximum safety and clarity when unexpected events unfold.”
Further contributions provided by Filip Cleeren and Stuart Codling.
