The new generation of F1 cars has completely changed how drivers tackle Suzuka’s first sector. Beyond having less aerodynamic downforce, which naturally reduces cornering speeds, drivers are now barely touching the brake pedal in the esses, as the hybrid power unit (PU) decelerates the car during transitions to maximize energy recovery in a critical part of the track.
For years, Suzuka has captivated fans with its blend of medium- and high-speed corners that challenge drivers and thrill viewers at home. However, with the arrival of the new hybrid power units, the demands of the track have shifted dramatically, forcing a significant change in driving style at Suzuka—perhaps more so than at other circuits.
The first notable factor is that the Japanese track has relatively few heavy braking zones. This limits the opportunities to consistently recharge the battery for managing the long acceleration stretches, some of which prohibit deploying the DRS for safety reasons. For this reason, and particularly ahead of qualifying, the FIA has decided to reduce the maximum recoverable energy from 9 MJ to 8 MJ.
This change aims to curb “lift and coast” and excessive super-clipping, yet it remains crucial to maximize the available 8 MJ, carefully selecting where and how to recover energy. So where do teams focus their energy recovery efforts? The most interesting point is the first sector. After last year’s resurfacing, the increased grip allowed drivers to carry higher speeds through these sections.
This year, however, the situation has shifted. While the cars still have lower downforce, making medium- and high-speed corners more challenging, the real difference comes from how the new PUs affect driving these sections—a topic previously discussed when analyzing the impact of having only two DRS zones.
The effect is immediately noticeable entering the esses, where clear speed differences appear between teams. It’s not just about downforce, but also how much energy is used exiting Turn 2. Some teams conserve energy since the straight is short and leads into a sequence of corners; others adopt a more aggressive approach, expending energy early to set up higher cornering speeds.
These are very different driving styles, but the most fascinating aspect is how the MGU-K is now used as a genuine braking device during transitions—not only to decelerate and reduce understeer, but also to recover energy for use later in the lap. This isn’t entirely new, but with the MGU-K now delivering and recovering triple the power, the effect is far more pronounced.
Last year, teams with high downforce, like Red Bull and McLaren, relied less on mechanical braking. Teams with lower downforce, such as Ferrari and Mercedes, had to actively manage both pedals to compensate for reduced directional stability and help rotate the car through corners.
Using Ferrari as a benchmark, the 2025–2026 cars show minimal brake pedal usage in this section. The MGU-K handles most of the braking, slowing the car and aiding rotation without driver input. Sections that were previously taken in sixth gear are now approached about 30 km/h slower, in a lower gear with less throttle, yet engine revs remain high.
This change is unsurprising: from Turn 3 to Turn 6, FIA rules allow power reduction exceeding 150 kW. In practice, this means that in some areas, even with the driver on the throttle, the MGU-K does not release power but remains in recovery mode. Here, grip and downforce, not engine output, are the limiting factors. FIA rules permit the MGU-K to continue recovering energy without contributing to acceleration.
As a result, cars now exit Turn 6 with more energy than they had entering Turn 3. This approach is reminiscent of the “one-pedal” driving seen in electric road cars: lifting off the accelerator engages the electric motor to recover energy and generate braking force.
This is a completely new way to approach the esses. While it doesn’t radically change the driver’s instincts on throttle modulation, it transforms what happens under the hood: the electric motor now substitutes for mechanical braking in most situations. “It’s not a disaster, but it’s not like before. F1 shouldn’t be like this,” Carlos Sainz remarked.
The approach to the 130R has also evolved. While cornering speeds are similar to the past, the entry is different. Cars lose speed because the PU is in derating mode without electric motor support. Top speed is initially higher—over 20 km/h faster with DRS—but after the peak, a long drop-off occurs, losing more than 50 km/h before the chicane braking zone.
Leave a Reply