In Formula One land nothing is as straight forward as it seems. The new engine regulations due in 2026 are five years behind their original schedule and some believe they are leading the sport down a rabbit hole from which it may never return.

The discussions over the future of Formula One began back in 2017 when the FIA invited the current and potential manufacturers to join a working party. At the time it appeared as though the future for the global automotive market would be hybrid and so the decision was made to retain the fundamental structure of the F1 V6 Turbo hybrids but make them more ‘green.’

 

 

 

The hybrid direction – questionable

While a return to V8 combustion engines with 100% bio fuels was discussed, the overwhelming support from the manufacturers was to continue down the hybrid route. But the problem with hybrid cars is they carry the weight of a combustion engine along with the heavy electrical components required which is part of the reason today’s F1 cars are around 50% heavier than just 20 years ago.

With increased weight, the modern F1 cars require evermore downforce which according to a report published this week is becoming problematic as the teams examine the results of their 2026 simulations. 

The report claimed that the 2026 car will be almost undrivable when the rear wing is at its lowest downforce configuration while the power unit was delivering maximum output. There were several cases of drivers spinning on the straights while struggling to control the rear of the cars in the slightest curves.

It appears the problem is caused by the shift in aero balance the new moveable aero delivers which is three times more powerful than on the current crop of F1 cars.

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2026 cars “undrivable”

The report went further quoting an “insider” that suggested the cars needed to be driven so conservatively that their lap times would be on a par with current F2 machinery. The solution the FIA is now examining is to make both front and rear wings on the 2026 F1 cars with moveable aero components. Whatever the outcome the new regulations will likely run beyond the end of the careers of a number of the current drivers on the grid.

Max Verstappen is not a fan of F1’s coming new dawn believing the rules are heading in the wrong direction with ever more complex systems like moveable aero parts. The world champion believes the sport’s regulator would be better served by focusing on reducing the weight of the modern F1 car.

“With the potential like active aero and stuff, I’m not sure if we should head into that direction, but that’s what it’s looking like at the moment. Hopefully, we can optimise all these kinds of things,” Max tells motorsport.com.

“For me, it’s more important to just try and fight the weight of the cars, try and optimise that instead of all these tools and tricks to try and help the overtaking or following. There must be different ways to be able to do it.”

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Verstappen not in favour

A direct result of increasing the ratio of power being delivered by the electrical element to 50% is the cars must be more efficient through the air, hence high downforce in corners and a switch to super low drag on the straights. Certain simulations run by Red Bull Racing have also demonstrated at times the combustion engine is merely working as a generator to charge the batteries, something Christian Horner described as “Frankenstein’s Monster.’

Max explains the impact of the decision to retain the V6 hybrid power units: “With the engine regulation that they went into, they kind of need to do that to create the top speed where the battery stops deploying and stuff.

“Some tracks will work a bit better, and some tracks probably it’s a bit more on the edge.

“Of course, people will try to counter my arguments, but I guess we’ll find out anyway in ’26.”

Sainz update on coming changes

 

 

 

Sainz says its getting “messy”

Ferrari’s Carlos Sainz agrees with Verstappen’s assessment of how the new cars are becoming overly complicated.

“I think it’s all a consequence of the engine regulations,” he said. “In the end, if you have a lot more energy requested from the electric powertrain, you’re going to need to have, in a way, active aerodynamics to compensate.

“And this is where it all starts to get messy with the overtaking and the active aero, and how you can do that to help the car to go quicker on the straight and spend less time full throttle.

“Anyway, until we try them, it is unfair to criticise or to back the regulation change. And at the same time, if it has attracted manufacturers, big manufacturers like Audi, into the sport, I think it’s something that has to be appreciated and put into context.”

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F1 car weight reduction – No. 1 priority

Sainz echoes the view that reducing the weight of the modern F1 car must become a priority but also suggests a return to another technology from F1’s yesteryear.

“My personal view is that these cars now are probably just too big and too heavy,” he added. “If I would have to change something for tomorrow, it would be that. And then the suspension, the suspensions are becoming a big talking point in a lot of the tracks, and how taxing it can be for the driver.

“So, if I would have to request something to the FIA for 2026, if we are going to have active aero, why not active suspension to protect the back of the drivers and to protect our own health and the safety of certain tracks?”

Since the introduction of the new ground effect cars in 2022, the ride has become more bumpy for the drivers and so Carlos suggests the FIA consider making active suspensions legal once more.

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A return of active suspension?

“It’s clear that right now we are asking way too many things to the tracks and to the circuits, to the organisations, to change many small bumps that before we wouldn’t even feel with the ‘21 car, and now we just can spin or have a pretty big accident because of those situations.”

However, active suspension was banned after the 1993 Williams car swept Alain Prost to championship glory. The era of fancy driver ‘aids’ or ‘gizmos’ was deemed over as along with active suspension, traction control and ABS were also outlawed.

The FIA is unlikely to agree to remove the ban on active suspension as there is a feeling the drivers maybe had it too easy at times with the pre-ground effect cars. This can be seen clearly when looking at which drivers have adapted to ground effect cars better than their team mates.

George Russell is one case in point. The once all conquering Lewis Hamilton has struggled to beat his team mate over the past two seasons, and once again is significantly in arrears to Russell after just four rounds of the 2024 championship.

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Sainz future? Marko explains “transfer rumours

In the world of Formula One, the term “Silly Season” refers to the period when speculation about driver moves and team changes reaches fever pitch. This year, the season has started earlier than ever, attracting attention and speculation from fans and insiders of the sport.

Red Bull’s Head of Motorsport, Dr Helmut Marko, recently shared his insights into the reasons behind this early start, shedding light on the evolving dynamics of F1’s transfer rumour mill…. READ MORE