Formula 1 teams are already working intensively on their new cars for the 2026 season, and the first major technical hints are beginning to emerge. With the sweeping regulation changes set to transform the sport, engineers across the grid have been quietly developing concepts for months. Although it remains impossible to know how different each team’s approach will be, one detail has now surfaced that points to potentially radical differences in car design.
Focus on the rear braking system
The first striking change involves the rear braking system, which will undergo a complete redesign in 2026. This overhaul is being driven by the revised power distribution requirements, which will see an approximately 50/50 split between the internal combustion engine and the electric battery power supply. Such a fundamental change naturally impacts how braking and energy recovery systems are integrated into the cars.
Brembo, Formula 1’s universal brake supplier, is uniquely placed to observe developments across all teams. Working with every outfit on the grid, the Italian company has revealed that it has already seen some particularly intriguing – and in some cases highly unconventional – approaches.
The dimensions of the brakes
The most significant innovation concerns the size of the rear brakes. Teams appear to be pursuing an “extreme reduction” strategy, aiming to minimise the dimensions as much as possible. Speaking to The Race, Andrea Algeri, Brembo’s Head of F1 Customer Racing, admitted he was surprised by some of the projects currently being developed.
Andrea Algeri explained: “We have noticed very different approaches from team to team. The main focus is on the rear, because the rear axle design depends heavily on how they configure the power unit, the energy recovery, their strategic choices, and so on. And in that sense, we are a little blind.”
“But we have received targets from the teams. They tell us: ‘We want to achieve this braking torque, so we would like this dimension.’ We then design the best braking system possible within those limits.”
He continued: “The reason why they request some of these numbers is not always clear to us. We have seen some unusual solutions that, if correct, could be very clever. If not, they may have to completely redesign the braking system after just a few tests or races. We are preparing ourselves for this scenario. It is quite curious and certainly represents a new challenge after many years of relative stability.”
Pushing braking to the extreme
The drive to minimise the use of rear brakes is rooted in the 2026 regulation changes, which will make energy recovery a fundamental element of car performance. Some teams believe that energy harvesting alone may slow the car sufficiently, reducing the need for conventional braking.
Andrea Algeri revealed: “On the rear axle we have seen some extreme decisions regarding disc dimensions. They are very small compared to current ones – both in diameter and thickness. This means some believe they will barely need to use the rear brakes at all, or only in very limited situations.”
Interestingly, the 2026 regulations do not impose a minimum brake disc thickness. Article C11.3 only sets a maximum thickness of 34mm for both front and rear. However, another rule stipulates that the braking system must still generate a minimum amount of power without assistance from the power unit or the MGU-K, meaning that teams cannot eliminate the brakes entirely.
Andrea Algeri added: “We expect that in some corners, brakes may not be used at all because deceleration will be achieved with other systems. On the other hand, there will be sections of circuits where they will come under extreme stress. We need to be prepared for this very wide range of scenarios.”
The choice of brake materials
This irregular usage pattern poses new challenges for Brembo in terms of material selection. The company must provide brake components capable of withstanding extreme stress in certain moments while also heating up quickly in situations where the brakes are used sparingly.
Andrea Algeri explained: “From a durability and size perspective, we must always consider the worst-case scenario. At the same time, we need to develop materials that work effectively at very low temperatures. To do this, we are drawing on our experience from Formula E, where most of the braking is also carried out through the electric motor and energy recovery.”
However, he also admitted that discrepancies exist between team simulations and the feedback Brembo receives: “There are still some differences between the simulations and the ideas we receive from the teams. It will be very interesting to see how this develops.”
Different circuits, different challenges
The challenge will vary significantly across the calendar depending on track characteristics. Andrea Algeri explained: “In places where a lot of energy can be recovered, like Singapore, there is already enough battery charging and recovery to allow more reliance on the brakes, putting the system under greater stress. But at circuits such as Silverstone, where drivers spend more time on the throttle than on the brakes, it will be completely different.”
“What could happen is that in the first corner the brakes will be used with very low temperatures, and they might not be ready to perform in optimal conditions. This is one of our biggest question marks for next season, and we are working to find the best solution.”
Algeri even suggested that braking demands might become so different that Formula 1 could consider reorganising the order of circuits in the calendar: “Depending on the engine, energy recovery, and so on, circuits that are currently high-demand could become average in 2026. At the same time, tracks that today seem less demanding could become much tougher on the brakes. We will have to see how things develop in the opening phase of the season.”
The importance of weight
Another key factor for 2026 will be car weight. Teams are already aware of the difficulty in hitting the minimum weight target of around 772kg, which means every kilogram counts. For this reason, no team wants to carry excess brake components on its car.
Algeri clarified: “The permitted dimensions are even larger for 2026 compared to now, but there is one problem: weight. If you over-engineer the brakes, you add unnecessary mass, and car weight will be absolutely critical.”
“The approach from the teams is to stay on the safe side without adding too much weight,” he continued. “We have seen solutions that are not too different from current ones – perhaps with slightly more cooling, a bit more thickness, and a slightly larger disc diameter. But no exaggerations, because otherwise you end up with a significant mass inside the wheel.”
Conclusion
The first technical clues for Formula 1’s 2026 era suggest that braking systems, particularly on the rear axle, will become one of the biggest areas of experimentation. With some teams pushing extreme concepts and Brembo working to adapt its technology, fans can expect to see a wide variety of innovative – and possibly risky – solutions on the grid when the new regulations debut.
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