F1 2026 regulations: big changes

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F1 is finally making its cars lighter and smaller

The biggest change to Formula 1 regulations in a decade is on the horizon. New engines, smaller cars and new competitors will arrive in 2026, heralding major changes that could diversify the sport as it continues to expand its presence around the world, and especially in the United States. So what’s coming and what impact will these changes have on racing?

F1 2026 engine changes

Formula 1 has not significantly changed its engine formula since 2014, when it introduced turbo-hybrid V6 engines reinforced with two so-called “generating units” – MGUs for short. MGU-H recovers thermal energy and MGU-K recovers kinetic energy. The former is a complex piece of technology whose existence has been one of the main obstacles to attracting more manufacturers to the sport. Ultimately, it was deemed too expensive and would be scrapped in 2026, which should lower development costs and therefore increase competition.

In the meantime, MGU-K will be thoroughly modernized to compensate for the losses. Its electric power will increase to approximately 469 hp, while the internal combustion engine’s power will drop to approximately 536 hp, for a total of just over 1,000 hp. The cars will use the new, fully ecological fuel and in smaller quantities – just 70 kg per race, compared to the current 110 kg.

Before the introduction of the MGU-K system, F1 used “KERS”, a kinetic energy recovery system that drivers could employ to temporarily increase power. A similar push-to-pass mechanic will be introduced in 2026, allowing drivers to push the MGU-K’s power limit, which should provide for more interesting track action and racing. It may also be necessary to compensate for the loss of DRS effectiveness – more on this below.

F1 2026 chassis changes – and a bit of history

F1 cars are too fast. This is a recurring problem that needs to be constantly monitored as engineers and designers find creative ways to extract lap times from any formula. When it comes to overall speed, this sport always walks a fine line. On the one hand there is F1 meant be fast. This is the self-proclaimed pinnacle of motorsport and if the cars are too slow, they lose prestige and excitement. On the other hand, slow cars almost always make for better racing.

The more mechanical grip and downforce a car has, the more “on rails” it is. It is easier to drive, there is less room for errors and shorter braking zones, which reduces the risk of overtaking. In 2014, the cars were significantly slowed down, sparking significant criticism and concerns about the sport’s image. The 2017 regulations made them much faster, particularly by generating more downforce, but it led to 50% fewer overtakes compared to 2016.

The 2022 regulations aimed to slow down the cars again and, in particular, reduce their dependence on downforce. This is because downforce is sensitive to disruption by turbulent airflow emanating from the rear of another car, making it difficult to follow and thus harming the potential for close-quarters racing. The regulations served their purpose for a while, but subsequent changes have reduced their effectiveness and the effect of polluted air remains a major problem for F1.

The 2026 F1 regulations introduce several changes that should make the cars livelier and better in tight races. After decades of getting bigger and heavier, cars are finally going the other way. The new regulations aim to reduce the weight by 50 kg, reduce the width by 10 cm and reduce the length by 15 cm. They will have less overall downforce, which will lead to less drag, meaning the drag reduction system, which is currently crucial for overtaking on the track, will be less effective. However, this problem will be alleviated by new active aerodynamic elements at the front and we hope that DRS will no longer be as necessary as before, which should provide a more authentic driving experience.

New manufacturers for 2026 F1

If there’s one thing that bodes well for F1’s 2026 regulations, it’s that, after years of speculation, they have managed to encourage new manufacturers to finally join the sport. Sauber was fully purchased by Audi, which will join both as a constructor and engine manufacturer. Porsche tried to buy a controlling stake in Red Bull Racing, which instead went with Ford as its engine partner, with Honda returning to supplying engines to Aston Martin. Andretti Global, backed by General Motors, remains committed to competing in F1 despite being rejected by FOM, the owner of the sport’s commercial rights.

It is also worth noting that many drivers maneuvered to have their contracts expire in 2025 or 2026, specifically to be able to join the most promising teams after the new regulations came into force. Expect lots of movement and exciting new driver pairs.

The usual caveat

Major rule changes are always exciting. I wrote with similar enthusiasm, for example, about the long-awaited regulations for 2017 and 2022. However, the changes also tend to create large differences in performance across the entire network. Typically, the performance of F1 cars across teams tends to converge the longer the formula has been in place. We’re seeing it now: Red Bull met the regulations in 2022 and ran away with the championship in 2022 and 2023, and now its lead is shrinking as it makes diminishing returns. In fact, the overall gap between teams – especially on a single lap – has rarely been smaller.

We could see something similar in 2026 if any team manages to find an advantage or even a loophole again. The important thing is that the new formula gives teams a strong foundation on which to build and which, regardless of who is doing well, makes it easier for drivers to compete closely with each other.

For now, at least on paper, the changes are promising.

Kurt Verlin was born in France and lives in the United States. All his life he was told that French was the language of romance, but he fell in love with English. He likes cats, music, cars, 30 Rock, Formula 1 and pretending to be a racing driver in simulators; but most of all he just likes writing about it all. See more of Kurt’s articles.