Between one round and another of the respective working groups, the future of Formula 1 is slowly taking shape. This slow-cooking process clashes with the needs of the teams that, faced with a significantly altered regulatory framework (that of 2026), are beginning to work well in advance, creating internal teams dedicated to the cars of the near future.
The regulatory development is complex on the chassis and aerodynamic front, while, in terms of engines, things are already set. However, the delay on the first aspect somehow risks influencing the development of the power units. It is important to note that these power units will be based on internal combustion engines that, in essence, will change little compared to today.
The minimum weight will be set at 130 kilograms, and the weight of the turbocharger will be 12 kg. The MGU-K, the only electric motor generator remaining after the MGU-H ban, must weigh at least 16 kilograms, with an accompanying battery weighing 35 kilograms. When combined, these parts bring the total weight to 193 kg, about 23% more than now.
The internal combustion engine (ICE) will be powered by a 100% sustainable blend, while the electrical portion will triple: from 120 kW, it will soar to 350 kW. All energy recovery will be the responsibility of the MGU-K. The allocation of the MGU-K is affected by delays in the legislative framework regarding chassis. To date, we know that certain engine elements must “find a home” inside the safety cell of the chassis. Starting with the MGU-K, increased in capacity and dimensions, it will be placed near the battery, which will remain under the fuel tank.
Moving an electric motor to a different area than the current one raises reliability issues. Concerning this aspect, which generates the most significant design difficulties, it is clear that a more complex power transmission will be required to balance the two units that run at different speeds: 10,500 for the internal combustion engine (ICE) and approximately 60,000 for the MGU-K.
The stresses on this transfer mechanism will be extremely high and could create some headaches for the engine manufacturers. The fact that the technical regulations for chassis are not yet known exacerbates the difficulties because the detailed design of the electric motor’s allocation cannot be finalized. It is clear that time is running out because the 2026 engines are already starting to be tested on the dynos, and each aspect needs to be thoroughly designed.
F1: Interrelated Regulatory Areas
Every area of an F1 car cannot be considered independently from the rest. That’s why there is a push – and it’s about time – for the harmonization of reference texts over time. As shown in previous columns, the engines are increasing in weight. F1 aims to curb this general weight increase without brakes, and it will do so with lighter chassis and less bulky forms.
Current cars have a minimum weight of 798 kilograms, a quota deemed too high, even by the drivers (as Verstappen has complained about, for instance). With the additional weight of the new hybrid powertrain, the total would exceed 800 kilograms. Hence the need to set a limit. The FIA, in an optimistic move, believes it can impose a weight loss of 50 kg, but a reduction to 20 kg is more realistic.
A 50-kilogram reduction could be achieved by abolishing the minimum weight of the cars, an idea that has been outlined but is met with opposition from both the FIA and the teams. The teams are enthusiastic about it because savings in this area provide significant advantages on the stopwatch. However, the governing body fears a technical escalation that could lead to safety problems, although this should not be the case given the increasingly stringent integrity tests.
Of course, lightness is synonymous with the possibility of breakages, which would make the series somewhat more unpredictable. But would this be compatible with the cost cap? This is why evaluations are ongoing, although time is extremely limited.
F1: Reducing Weight Is a Logical Necessity
Weight reduction is a logical necessity. Post-2026 F1 cars will be more compact. The transmission should only have six gears, which means fewer gears and reduced bulk. The width of the single-seaters will decrease from 200 to 190 centimeters, and the wheelbase from 360 to 340 cm or even 330 cm. Less mass leads to smaller wing surfaces. It is estimated that there will be a 40% reduction in downforce. But caution is necessary, given the engineers’ ability to find load points to compensate for limitations in a relatively short time frame.
In any case, the goal is to further reduce drag, aided by active aerodynamics. This solution will allow for higher top speeds, leading to greater differences in braking zones, as cornering speeds will be slower. All of this will benefit overtaking, which may no longer rely on the current Drag Reduction System (DRS) as it does today. Active aero also allows for better battery charging, avoiding lengthy energy management phases, especially during the race.
The F1 cars of 2026 are expected to be more “exciting.” The difference in lap times compared to today’s cars should not be significant; what is lost in corners will be gained on the straights. Much will depend on the layout of the track. For example, at Monza, it could even be faster. The opposite applies to Monaco.
The Formula 1 of the future is, therefore, looking to overcome all the difficulties that this generation of cars had to overcome and has fallen back into. The relative slowness in decision-making can also be explained by this dynamic. This time, the FIA wants to do things right to avoid being accused of not hitting the mark yet again.
Source: Diego Catalano for FUnoanalisitecnica
Leave a Reply