Brembo data shows major braking changes for 2026 F1 cars

According to simulations in Australia, deceleration will not exceed 3.3 g under braking, and in three corners drivers are expected to simply lift off the throttle.

Brembo’s data paints a significantly different picture compared to the past when it comes to braking performance. The new cars benefit from considerably lower levels of grip than their predecessors, resulting in longer braking distances and reduced peak deceleration. Battery harvesting also plays a dominant role, to the point that in certain sections drivers are expected to merely lift off the throttle, with important consequences for brake disc temperature management.

How braking is changing

The most telling figures regarding the new braking dynamics come from Turn 11 in Melbourne, which last year Brembo identified as the most demanding braking zone of the Australian circuit. According to simulations from the Italian manufacturer, with the new cars maximum deceleration will drop from 4.8 g in 2025 to 3.3 g, representing a reduction of around 30%.

This decrease is a direct consequence of the reduced aerodynamic downforce generated by the 2026 single-seaters, especially at high speeds, combined with the lower grip offered by the narrower Pirelli tyres compared to previous specifications.

All of this leads to longer braking distances, a factor that can often help create overtaking opportunities. Specifically, at Turn 11 the braking distance increases from 96 to 116 meters, while the time spent on the brakes rises from 1.80 to 2.16 seconds. The equivalent force applied by the driver on the brake pedal also drops from 153 to 88 kg, although the reason is not simply reduced deceleration. The new technical regulations allow the rear brake-by-wire system to amplify the driver’s input by up to 20%, reducing the physical effort required.

Fewer real braking zones

The most surprising finding from Brembo’s simulations, however, concerns the number of braking events. The Italian company states that at Albert Park drivers will use the brakes in only four corners, compared to seven braking zones identified in previous years. In the remaining sections, drivers are expected to simply lift off the throttle, particularly at Turns 4, 6, and 9, the entry to the fast Waite chicane.

According to Brembo, drivers will therefore avoid activating the hydraulic braking system from Turn 3 to Turn 11, a span of approximately 40 seconds during which calipers and discs will cool significantly. It should be noted, however, that there is not yet a unified view on what to expect, as Brembo’s simulations differ, for example, from data published by Mercedes. The Brackley-based team claims that at Albert Park there will be six braking events reaching at least 2 g of deceleration, with peaks exceeding 4 g in at least four corners.

These figures should still be treated with caution, as every team is keen to keep its braking and energy recovery strategies confidential. In addition, there may be significant differences in approach between teams depending on their design philosophies.

The new brakes

Despite the reduced use of the hydraulic system, its importance remains undiminished. Brembo itself provides clear evidence of this, with its group – which also includes AP Racing – supplying brake calipers to 11 teams and complete braking systems to five teams.

The reduced intensity of braking has facilitated weight savings, which are crucial in a season where not all teams have yet reached the minimum weight target. In particular, the brake pump has been reduced from 400 to 350 grams, while the brake-by-wire system has been lowered from 800 to 650 grams.

As for the front calipers, which have been lightened on average from 2.5 to 2.0 kg, there is a split between teams opting for the new 8-piston configuration and those sticking with the traditional 6-piston setup. Similarly, there is a divide between 4-pad and 2-pad architectures.

The front brake discs are the only components that are slightly heavier than last year, increasing from 1.75 to 2.0 kg, mainly due to a larger external diameter and, in some cases, increased thickness. No specific data is available for the rear axle, where there is significant variation in solutions between teams depending on their strategies for using electric braking to recharge the battery.