The new engines are reshaping the brakes as well: major diversity expected between teams
The power unit revolution is also affecting braking systems, with Brembo observing very different solutions across the grid.
The arrival of the new power units is responsible for a series of knock-on changes that affect every area of the Formula 1 car. The braking system is one of these areas, where Brembo is seeing significant diversity between teams, with technical choices directly linked to each manufacturer’s engine concept. The regulations also open up new opportunities for calipers and discs, but teams are unlikely to fully exploit them due to the relentless pursuit of minimum weight.
The temperature challenge
One of the major innovations for 2026 is the increase in electric motor power from 120 to 350 kW. This applies not only to acceleration, but also to its contribution under braking. It is a change that has several consequences for the other braking system, namely the hydraulic system that operates the disc brakes, with the two working together through the brake-by-wire system. The greater contribution from the hybrid system during braking phases implies less work for the hydraulic system, reducing the heat dissipated by calipers and discs and, as a result, lowering their operating temperatures.
Much still depends on energy management strategies, based on how much teams want to recharge the battery under braking or on the straights. Depending on these choices, the electric brake can take on more or less of the workload, meaning that calipers and discs may be either lightly or heavily stressed. The challenge is to develop a hydraulic system that, in an emergency, can slow the car on its own, while at the same time using carbon and friction materials that already work effectively at low temperatures. This is particularly important in scenarios where the electric motor would handle most of the rear braking effort.
“Carbon needs a certain temperature to work at its best,” explained Andrea Algeri, Brembo Racing’s F1 customer manager, speaking to the Italian media during the summer. “For this reason, modifications will be needed so that it can be used like any road car brake, which after 50 kilometres on the motorway is immediately ready when you apply it. This will be one of the hot topics.”
Brakes born from the engine concept
The design of the braking system is therefore closely connected to the power unit concept chosen, and in particular to the way it is intended to operate and recover energy. “Especially at the rear, teams are making choices that are directly linked to energy recovery strategies, which are quite different,” Algeri also observed. “At the front, braking is more conventional and everyone tries to size the system based on torque and temperatures, while at the rear it depends heavily on the type of power unit that will be built. We have some fairly disparate solutions.”
The wide variety identified by Brembo in braking system choices shows just how differently teams and engine manufacturers have approached the new power unit concepts. Each has prioritised specific performance aspects, making it extremely difficult to predict who has taken the right path. One common factor, however, is the different classification of circuits in terms of braking severity. In the past, tracks such as Monza, Bahrain, Singapore and Montreal were considered among the most demanding due to heavy braking zones, but under the new regulations much also depends on how energy needs to be managed at each circuit and how individual teams plan to do so.
New opportunities under the regulations
When designing the new braking systems, teams and suppliers enjoy greater freedom than in the past. The new regulations increase the maximum diameter of the front discs from 330 to 345 mm, while the rear limit remains unchanged at 280 mm. On both axles, however, the permitted disc thickness increases from 32 to 34 mm. At the same time, the minimum diameter of the ventilation holes is reduced from 3 to 2.5 mm, potentially allowing a greater number of holes and therefore a larger cooling surface.
Another major innovation is the allowance of calipers with up to eight pistons, compared to the six permitted previously. This is a significant change, as a greater subdivision of the hydraulic system improves the distribution of braking forces against the pad and disc, benefiting the performance of the friction material. Finally, it is also worth noting the possibility of having up to three mounting points per caliper on the upright, compared to the two allowed under the old regulations. This offers an opportunity to increase stiffness and improve response.
However, it is unlikely that teams will push these aspects to the regulatory limits, given the widespread difficulty in reaching the minimum weight, as revealed by Andrea Algeri. “In 2026 the search for minimum weight will be obsessive. Everyone is trying to have a braking system that is sufficiently performant in terms of torque and cooling, but at the same time as light as possible. With disc diameter, teams will not go beyond 330–335 mm, even though the regulations allow up to 345 mm. We are seeing truly extreme solutions from a weight-saving point of view.”
In 2026, therefore, the battle will be fought not only on engines and aerodynamics, but also on braking systems, which will play an equally crucial role in overall performance.
As we move toward this new era, it is clear that the “invisible” battle of the braking systems will be a decisive factor in the 2026 hierarchy. While fans focus on the roar of the new engines and the aggressive aesthetics of the chassis, it is the sophisticated dance between hybrid harvesting and hydraulic friction that will define who masters the art of the overtake. In a sport where performance is measured in milliseconds, the ability to balance extreme weight saving with reliable stopping power might just be the edge that separates the world champions from the rest of the field.
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