The FIA has revealed the much-anticipated brand-new technical regulations which will usher in the latest widespread overhaul to Formula 1 from the 2026 campaign.
Following much deliberation involving the incumbent teams, the FIA has published a document comprising the details behind the cars that will shape F1’s newest era.
The series had reverted to ground effect aero in 2022 as a means to reduce turbulence behind another car and therefore increase overtaking opportunities in the field.
However, the unexpected porpoising phenomenon meant that the floor edges had to be raised and drivers have since complained that dirty air has become a concern.
But the upcoming technical rules will see F1 scale back from the ground effect floors with a reversion to flat floors to reduce reliance on ultra-stiff and low car set-ups.
To counter a growing trend over recent times, the minimum weight limit will see a 30kg reduction down to 768kg in order to improve the cars’ efficiency and handling.
Meanwhile, the cars will become smaller and narrower, with width slashed from 2000mm to 1900mm and a 150mm reduction enforced on the maximum floor width.
The wheelbase dimensions have dropped from a maximum of 3600mm to 3400mm, though the 18-inch wheels introduced in 2022 have been retained as anticipated.
But the width of the front tires will see a 25mm reduction and the rears 30mm, adding up in total to create a 30% overall reduction in downforce and a 55% cut in drag.
The wings have also been revised with the front wings to be 100mm narrower and feature a two-element active flap, while the rear wings will return to three elements.
In addition, the lower beam wing has been scrapped and the end plates on the rear wings will be simplified compared to the versions run using the current regulations.
As was expected, the next-generation cars will use active aero with movable front and rear wings to issue higher cornering speeds and lower drag down the straights.
The wheel arches that exist on the current machines have been removed while in-washing control boards will be mandated to help manage the wake from the wheels.
Meanwhile, the engines will see the MGU-H component scrapped as planned, a move which has enticed Ford to return to partner Red Bull and Audi’s maiden venture.
Also, 100% sustainable fuels will be utilised, while there will be a 50/50 power split between the 1.6-litre turbo V6 internal combustion engine and electric component.
While the power emanating from the Internal Combustion Engine (ICE) will slip back to 400kw, there will be an increase in battery output from 120kw towards 350kw.
The drivers will be granted 8.5 MJ per lap in recuperable energy from under braking, while a Manual Override mode has been devised to improve overtaking openings.
This will replace the Drag Reduction System (DRS) that has been in place since 2011 and will grant the following driver an MGUK Override worth 350kW up to 337kph.
Further enhancements to safety have also been on the agenda as the roll hoop loads have been increased from 16G to 20G, while test loads have gone up to 167kN.
There have also been revisions to the front impact structure with a two-stage structure to be implemented to prevent drivers from being unprotected during incidents.
The new cars will have increased side intrusion protection to double the protection around the cockpit, a modification which has not come with a weight compromise.
To conclude, brighter and easier-to-see rear wing endplate lights will be homologated, with lateral safety lights to now signal the ERS status of a car that has stopped.
The next step is for the impending technical regulations to be ratified, which will take place when the World Motorsport Council is next scheduled to meet on June 28.
But as was announced last December, the teams will not be permitted to commence work on their respective next-generation challengers for 2026 until next January.
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