In 2026, everything in Formula 1 is set to change, from engines to tires and aerodynamics, and braking systems are no exception. The scale of the power unit revolution will influence the development of every part of the car, including the brakes. Brembo has observed a wide variety of solutions across teams, shaped by each engine manufacturer’s design choices, with an intense focus on weight. FormulaPassion explored the topic in detail with Andrea Algeri, Brembo Racing’s F1 customer manager.
The brake is born from the engine
Algeri explains that the 2026 regulations bring numerous uncertainties, resulting in significant design differences between teams: “We obviously rely on the teams’ simulations, which are quite divergent. It isn’t clear who is right. Especially at the rear, teams are making choices directly linked to energy recovery strategies, which vary widely. At the front, braking is more conventional, and everyone sizes the system according to torque and temperatures, while at the rear it depends heavily on the type of power unit being developed. We are seeing quite disparate solutions.”
Depending on their design, the power units of different manufacturers follow different logic for battery management. This leads to varying charging strategies, which in turn affect how regenerative braking is used alongside the hydraulic system. Algeri continues: “Based on these strategies and the conditions, the brake could be heavily or lightly stressed. We size the brake for the most demanding scenario, but we also need to provide a material capable of responding even when the electric motor handles most of the rear braking, and then suddenly the discs are called into action.”
“We are studying solutions that will be produced after summer, for delivery between late November and early December. Our customers have a fairly clear trend at the front, while at the rear there are some notable unconventional choices. If these teams are correct, everyone else will follow later, because these are very compact and lightweight solutions. If not, they will have to realign with the majority of the field.”
Watch the temperatures
Charging strategies could result in some corners where braking is done only through the electric motor. Disc brakes might remain unused for extended periods, cooling down and creating new challenges for designers. The Brembo engineer explains: “Carbon needs a certain temperature to work optimally. That’s why modifications will be required to allow it to perform like a road brake, ready to operate immediately after 50 kilometers on a highway. This will be a key challenge next year.”
“Our material has the advantage of maintaining good friction even when cold. We need to determine if further modifications are needed, because a ‘cold’ temperature of 150–200°C is very different from 20°C. We will need to study the work cycles of these rear axles. We have Formula E experience, which is very demanding in this respect, because for most of the race the brakes are barely used. In the final stages, however, there’s no more recharging, and brakes go from ambient temperature to 800°C. Our carbon performs excellently over this range. We hope the 2026 scenario will be similar.”
With disc brakes likely to be used differently, Brembo is preparing to reassess the ranking of circuits in terms of brake stress: “Currently, the most demanding tracks are Canada, Bahrain, Singapore, and Monza, but next year this hierarchy could change because of this approach. Monza is particularly interesting, where sufficient energy recovery will require a unique use of the electric motor, deeply changing brake strategy. We will likely have to revise our circuit ranking. Tracks that were the most demanding in 2025 might not be in 2026.”
The innovations
All of this is part of a technical regulation with numerous changes to the braking system. Algeri explains: “At the front, disc sizes could increase significantly. Maximum diameter may reach 345 mm, up from 330 mm, and thickness will go from 32 to 34 mm. At the rear, only thickness increases to 34 mm, while maximum diameter stays at 280 mm.” These 2026 cars will theoretically reach higher top speeds on straights while cornering speeds may drop. This increases the speed differential and energy to dissipate during braking, prompting larger discs. “The minimum diameter of the disc ventilation holes will also change, returning to 2.5 mm, as in the past.”
“Another important innovation is that calipers can have more than six pistons, up to eight, with three mounting points on the hub instead of the current two. This constraint had lasted for decades and now opens new possibilities for designers. More pistons mean, for the same hydraulic pressure, a better distribution of braking force on the pad, improving friction performance.”
The weight battle
However, it’s not guaranteed that teams will fully exploit the regulation in terms of disc size and piston count. Engineers agree that achieving minimum weight will be extremely challenging in 2026, and Brembo confirms this: “The increase in disc diameter is so large that it also significantly increases the weight of the disc and the caliper. From what we see, almost no one is developing to the maximum allowed dimensions as in the past.”
“In 2026, the pursuit of minimum weight will be obsessive. Everyone is trying to achieve a braking system that is high-performing in terms of torque and cooling, but also as light as possible. Disc diameters will likely stay around 330–335 mm, even though regulations allow up to 345 mm. We are seeing truly extreme solutions to save weight,” concludes Algeri.
Leave a Reply