By Carlo Platella
The process behind the definition of the next technical era of Formula 1 is an anomalous one. With the new motoring regulations, bold engineering choices had been made, such as increasing the electric power to 50% of the total power. Chassis and aerodynamics were created around the new generation of power units, satisfying its needs and making compromises.
The engine drives the aerodynamics
Already in 2022, on the eve of the publication of the regulations for the new engines, it was clear that the chassis and aerodynamic part had to support the ambition of tripling the electric power. “Engine regulations in the future they will need certain aerodynamic characteristics to have a complete package”, explained to FormulaPassion Nikolas Tombazis, technical director of the FIA single-seater division.
Bringing the power of the electrical part to 50% of the overall one implies an increase in energy consumption. The source of energy is the battery, which however in 2026 will continue to not be able to be powered from an external socket, but will have to be recharged while driving. On current cars, charging takes place by means of the MGU-K, the electric motor coupled to the wheels which converts and generates electrical energy during braking, and by the MGU-H, the second generator powered by the exhaust gases of the turbine. However, this very element was removed from the 2026 regulations for cost reasons, depriving cars of an important energy source with which to recharge the battery and power the hybrid.
The initial simulations predicted that the new cars would not have enough energy to power the electric motor, finding themselves without power and slowing down mid-straight, with surreal scenarios of higher top speeds in Monaco than in Monza. For this reason it was decided to rethink the aerodynamics and chassis of the cars, with the aim of reducing resistance to progress, consumption and the energy ‘hunger’ of the power unit. “The most important change in regulations [2026] is that they are driven by the engine,” Vasseur commented a few days ago. “We are trying to adapt the chassis and aerodynamics to the characteristics of the engine. I would like to avoid exaggerating this.”
The new Formula 1
The first strategy to reduce consumption is the lightening of the vehicles, with the minimum weight going from the current 798 kg to 768 kg, despite a 34 kg heavier power unit. To achieve this it was decided to shorten and narrow the cars. The wheelbase, i.e. the distance between the centers of the front and rear wheels, drops from 3.6 to 3.4 m, while the width narrows from 2 to 1.9 m, also benefiting overtaking opportunities.
A smaller car equates to less floor surface area to generate downforce, which will inevitably decrease. The decrease, however, is intentional, as the aerodynamic resistance to progress and consumption also reduce with the load. However, the FIA and Formula 1 go even further, redesigning the surface to reduce the load generated. We continue with the ground effect, at the base of current cars, but the lateral Venturi channels have different geometries. The inlet section appears wider and lower, as well as lacking vertical flow conveyors, while the flat area is lengthened in the rear part. Finally, the various appendages along the external edge are banned, once again to the detriment of the load released. To partially compensate for the loss of downforce, a squared rear wing returns, similar to those seen until 2021.
Active aerodynamics
With the complicity of the small size, the new cars thus enjoy low resistance to progress, so much so as to force the organizers to limit the power that can be delivered beyond certain speeds, in order to avoid dangerous peaks. However, the greater efficiency is not enough to reduce consumption than required by the new power units. For this reason we are witnessing an expansion of active aerodynamics, the activation of which in a straight line will reduce the superfluous load and with it the resistance.
The rear wing changes from one to two mobile profiles, which will open with a greater amplitude than the current DRS. Furthermore, for balancing reasons, two of the three flaps of the front wing will also change incidence at the same time. Contrary to the current DRS, their activation will not be limited to the attacking car, but on every lap and on every straight the drivers will be able to switch to low load configuration as soon as they pass the activation point. Without the DRS as it was conceived, we therefore thought of alternative strategies to aid overtaking maneuvers. One of these is the overtaking mode, with which the power unit will be able to deliver 70 more electric horsepower above 320 km/h compared to what is normally allowed. This mode will be activated when the attacker is sufficiently close to the car in front, as currently happens with DRS.
General simplification
Another objective in drafting the regulations was the reduction of aerodynamic disturbance for the following car. The 2022 regulations had represented a big step in this direction, but the subsequent development of the cars has made their aerodynamics increasingly sophisticated and turbulent. 2026 offers the opportunity to intervene a second time, for example by rigidly prescribing the geometries for the front wing, as well as the aforementioned abolition of the elevations and appendages along the bottom.
The Federation’s intent is to hinder the outwash philosophy, which sees the teams pushing the turbulence externally to move it away from the bottom, thus widening the dirty wake of the cars. We are now trying to imprint an aerodynamics inwash, with the addition of vertical bulkheads along the Venturi channels to suck in the turbulent flows at the center of the machine. For the same purpose, the front wing has narrower profiles, also delimited by endplate bulkheads directed inwards.
As regards the wheels, initially we thought of 16-inch diameter rims, smaller and therefore useful for reducing weight, but together with Pirelli it was decided to continue with a product more similar to the current one, slightly narrower and lower at the shoulder. “We felt that 16 inch wasn’t the right way to go. We have made a proposal of 18 inches narrower which in any case lightens the wheel system a little but still guarantees performance which we believe to be in line with those expected”, explains Isola.
The real revolution will instead concern braking systems, with Brembo as a major protagonist. In fact, the strengthening of the electric motor triples its braking contribution, forcing the rear discs to be resized and the interaction between the two systems to be rethought. Overall, the organizers have made a great effort to realize the plan of a 50% electric Formula 1, but only the track will allow us to judge the quality of the work carried out.
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