The future of overtaking, the biggest automotive advantage identified

The FIA ​​recently published a detailed set of regulations that will come into force in F1 2026, sparking considerable debate. Several controversial decisions have sparked distrust among drivers, F1 engineers and fans, despite the new system aimed at benefiting the sport.

Let's look at the technical decisions behind the new regulations and their impact on racing in 2026.

Changes to F1 2026 powertrain systems

The 2022 regulations focused primarily on aerodynamic changes, leaving the powertrain largely unchanged while completely overhauling the chassis and exterior design. The 2026 rules bring major changes under the hood, however. The FIA ​​decided to remove the MGU-H component to simplify and reduce the cost of the powertrain, potentially attracting new engine manufacturers and making the sport more exciting and competitive.

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

The aim is to use increased electric power to provide extra speed on the straights, helping drivers overtake. The traditional DRS system will be phased out. This particular change has caused some discontent, but to fully understand it we need to consider the other regulatory changes.

The main problem with increasing the capacity of the electricity system is how the energy will be harvested. Given the dimensions and design of modern F1 cars, energy is mainly recovered via the rear axle when braking. Engineers convert the car's kinetic energy into electrical energy and store it in the battery, which naturally slows the car. However, the increased capacity is too large to be handled by this method alone. A simple solution is to increase fuel consumption to make it easier to charge the battery, meaning the size of the fuel tank will remain virtually unchanged, with no reduction in the overall weight of the car.

Although the main goal of the new regulations is to simplify the powertrain, a closer analysis raises the question of whether it will indeed be simpler.

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Aerodynamic modifications

Removing the MGU-H component will reduce the overall size of the cars, decreasing the maximum length by 200mm and width by 100mm. This change was long overdue, with many believing it should have been more drastic as modern F1 cars are too big for some tracks.

Significant changes will also be made to the appearance of the cars, including the front and rear fenders. The 2022 regulations promised more exciting races with easier tracking, but engineers quickly found ways to direct dirty air away from their cars' front tires, increasing their aerodynamic performance while creating more turbulent air behind them . The new rules aim to avoid this with a redesigned front wing endplate that will generate a washout effect.

Overall drag will be reduced by 55% and downforce will decrease by 30%. As a result, prepare for perhaps the slowest generation of F1 cars in some time. Although they will be extremely fast in a straight line, they will be much slower in the corners due to reduced downforce.

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

Reducing aerodynamic forces will emphasize powertrain performance, meaning the manufacturer with the best engine and most efficient electrical system will likely have the greatest advantage on the track.

The final era of the DRS system

The aerodynamic changes also include the removal of the classic DRS system, replaced by the introduction of X and Z modes.

Active aerodynamics will involve changing the angle of the flaps on the front and rear wings – something never before seen in the history of the sport. Each wing will have two flaps that can change position depending on the mode selected by the driver.

Z mode will focus on maximizing downforce and cornering speeds. On a straight line, drivers can activate X mode, which will open the flaps and increase top speeds. These modes can only be used in specific parts of the track 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 their distance from the car in front.

Drivers have spoken out 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 difficult. Additionally, potential system failures could lead to greater downforce imbalances and dangerous situations.

Will racing be more exciting in 2026?

It is difficult to answer this question definitively. The FIA's strong desire for change is clear, 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 powertrain components. The move saves development time and money, paving the way for a record six new manufacturers in 2026 – an exciting prospect.

However, the increase in electric power is intended to replace the advantage offered by the DRS system. Suddenly, the powertrain is no longer so simple, 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 it's just the first step in a trend towards smaller F1 cars. Additionally, aerodynamic changes that require teams to use the wash effect to reduce dirty air behind the cars show great promise and could lead to more exciting races.

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

However, many things remain unclear, such as the evolution of the aerodynamics of the car floor, floor edges and other components.

It should be noted that the final version of the regulations is not yet confirmed, with ratification by the World Motor Sport Council expected at the end of June.

As a result, we expect more information to arrive, providing a clearer picture of the 2026 season.

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