It’s fair to say, the all-new era of Formula One technical regulations for 2026 has been a spectacular failure. And now it becomes apparent that the specification of the power units insisted upon by the manufacturers led to changes being necessary in the chassis and aero design of the cars which are problematic.
Flawed Power Unit Split Drives Aero Compromises
Straight line mode and cornering mode were developed in response to the massive amount of torque available with the uprated electrical power. These ensure the cars have sufficient downforce when cornering and not too much drag along the straights.
Of course, the 50/50 split of power between the internal combustion engine and the hybrid unit has proven disastrous, and by 2028 this balance will shift to 60/40 in favour of the combustion engine. Yet the result of the movable front and rear wings for cornering has had a knock-on impact which has made the 2026 cars even more difficult to drive.
“Big Balloons”: Driver Backlash Grows
Pirelli has been setting their minimum tyre pressures much higher this season to avoid a repeat of the spectacular failures at speed they suffered back in 2013. This has affected the grip levels the drivers now have, making locking up under braking more common and corner entry more unpredictable.
George Russell commented earlier this season that: “The tyres are quite vastly different this year due to the tyre pressures that we are being prescribed by Pirelli. These are the highest tyre pressures we’ve ever run, probably ever, in F1.” He went on to explain how the over-inflated rubber degrades the overall feel of driving the cars, likening the Pirellis to “big balloons”.
Lando Norris also commented that the increased tyre pressures create a stiffer, less forgiving compound which forces the drivers into trail-braking and a two-step process to corner entry rather than a fluid transition. “You’re either braking or you’re turning. There’s no kind of middle ground… I think Monaco highlighted the difficulties of that kind of characteristic, that’s also what we’re struggling with at the minute,” claimed the world champion.
The Active Aero Risk & Pirelli’s Dilemma
One of the early reasons for Pirelli mandating higher tyre pressures was concerns over the transition when the wings snap closed at the end of the straights. This creates a sudden spike in downforce and heavy vertical loads on the rubber, which Pirelli was concerned would potentially deform the tyre sidewall and create structural failures.
Add into this that tyre dimensions have changed this season, with a narrower profile and a smaller contact patch. Yet Pirelli is now confident that the transition between straight and cornering mode would not cause failure in the structure of the compounds and suggested a rule change that would allow them to reduce tyre pressures significantly.
However, there remains a single concern for Pirelli should the active aerodynamics fail during a race. Were a car to be stuck in high-downforce mode along a straight, then at top speed the load on the tyres would be far greater than Pirelli believes they could withstand.
The Compromise Proposal: Black & Orange Flags
With the suggested lower pressures, the rubber would eventually fail—and with it Pirelli’s reputation, together with the risk that a driver might suffer a massive crash. In response to the persistent driver complaints about the tyres, Pirelli suggested a new rule for the second half of the 2026 season that would allow them to reduce tyre pressures toward those of last season.
Should a car’s active aerodynamics fail and remain in high-downforce (cornering) mode, then after five laps the driver would receive the black and orange flag, which denotes a mechanical problem and a dangerous vehicle state.
This regulation would negate Pirelli’s core scenario of concern, where an F1 car runs for a lengthy time in cornering mode while travelling along the straights. The rule could have been implemented for the race weekend immediately following the summer break and would make drivers across the entire field much happier with the feel of their cars.
Self-Interest Torpedoes the Super-Majority
The FIA was supportive of the regulation change, given they can manage this situation under their current race control procedures. But the suggestion was derailed when put to the teams, as the change failed to achieve the necessary super-majority to be implemented.
By altering the tyre pressures, these teams would lose a complete season of data across all tracks where the variables remain constant. It could also be the case that others, like Mercedes, refused to back the Pirelli idea due to concerns that it would disrupt the competitive order currently at play.
Pirelli Defends “Worst-Case” Safety Margins
Pirelli’s Simone Berra claimed he was not surprised by the decision of the teams, despite the drivers being universally unhappy with the increased tyre pressures this season. “The majority decided to keep the higher pressure and for us, it’s fine,” he said. “We have explained multiple times that the reason [for the high pressures] is the SM [straight mode] condition, which is not happening so often”.
He went on to explain that Pirelli had to project the worst-case scenario when selecting tyre pressures for any given circuit, and that this year pressures can be as much as 10–12% higher than in 2025. Minimum tyre pressures being mandated by Pirelli are a relatively recent phenomenon, having been first instigated in September 2015 for the Italian Grand Prix at Monza.
The catalyst was a terrifying pair of tyre failures at the preceding round in Spa-Francorchamps, where Nico Rosberg suffered a high-speed blowout in practice. Even worse, Sebastian Vettel’s right-rear tyre exploded on the penultimate lap of the Grand Prix at approaching 200 mph along the Kemmel Straight.
History Repeating: Lessons from Monza 2015
Yet despite the new tyre pressure regulations in Monza, both Mercedes cars were revealed to be under-pressured when checked by FIA officials. Mercedes faced potential disqualification after Hamilton won the race. However, stewards accepted Mercedes’ explanation that the tyres were checked when the blankets were off and cooling down, avoiding a penalty and leading to much stricter, standardized pre-race check protocols.
As a result, the FIA strengthened the protocols around tyre pressure testing, meaning checks are performed just minutes before drivers depart on the formation lap. More recently, real-time tyre pressure monitoring was instigated for each of the four wheels so the FIA can independently verify that minimum pressure requirements are met.
It now appears that the current “balloons” will remain into 2027, given the FIA cannot act unilaterally on this issue before the 2028 season. They require support from the teams for a sporting regulation change for next year; only safety-related issues grant the FIA the power to act immediately on a unilateral basis.
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A.J. Hunt is Senior Editor at TJ13, where Andrew oversees editorial standards and contributes to the site’s Formula 1 coverage. A career journalist with experience in both print and digital sports media, Andrew trained in investigative journalism and has written for a range of European sports outlets.
At TJ13, Andrew plays a central role in shaping the site’s output, working across breaking news, analysis, and long-form features. Andrew’s responsibilities include fact-checking, refining editorial structure, and ensuring consistency in reporting across a fast-moving news cycle.
Andrew’s work focuses particularly on the intersection of Formula 1 politics, regulation, and team strategy. Andrew closely follows developments involving the FIA, team leadership, and driver market dynamics, helping to provide context behind the sport’s biggest stories.
With experience covering multiple seasons of Formula 1’s modern hybrid era, Andrew has developed a detailed understanding of how regulatory changes and competitive shifts influence the grid. Andrew’s editorial approach prioritises clarity and context, aiming to help readers navigate complex developments within the sport.
In addition to editorial duties, Andrew is particularly interested in how media narratives shape fan perception of Formula 1, and how reporting can balance speed with accuracy in an increasingly digital news environment.
