What is so excited about “Strange” 2026 F1 cars?

“At the moment (in the rules of 2026) there are some challenges that are not necessary and will not add to the competition or the spectacle that I think it needs to be replaced,” McLaren‘S Oscar piastry Beyond Belgium Grand Prix Weekend.

“I think there are a lot of challenges coming with him, and many of them are going to be exciting and difference points, and at the points where you can have an advantage or disadvantage. But I think there are some things that need to change that do not give benefits to anyone.”

The 2026 Formula 1 regulations, which is the center around the 50:50 partitions of electrical and traditional internal combustion power, is nothing new in itself. The apprehensions of the previous year of electric power are being spent very early for complete deployment on the straps, leading to the rethinking of the mechanical package-including the active drag-ritual aircraft.

But the subject has returned to the top of the agenda in recent weeks Charles Lakeler In June, a SIM run in the 2026 model of Ferrari was described as “not pleasant”And Lance walk Harumaf said that the entire concept was nothing more than the “Battery Science Project”.

There are two major areas of anxiety: first that the cars themselves will not be much lighter than the current generation, and their narrow chassis and wheels will result in low grip and downforce – and therefore, low cornering speed. The prediction is for a decrease of up to 30%; In fact, given the intelligence and creativity of the engineering core of F1, it is more likely to be in order of 20% or less.

Other Angest generators have more complex energy-management requirements of the next generation of powertrain, which will distribute 350 kW instead of the current figure of the electrical element 120kw, but is limited by charging (8.5 megazools) and storage capacity. Drivers are afraid that they have to spend half a lap twidling switch on the steering wheel, a process they consider as footling.

In response to the initial misconception of the drivers, the FIA has Adjusting technical rules to embrace the so-called ‘turn-down ramp rate’ Will taper power delivery before charging available on tracks with high energy requirements. The rules of the game are now included a sliding scale of permission energy harvesting based on the site, rather than a fixed amount of 8.5mJ per lap.

It came in response to the latter twist fear that on the track with low demand for braking, the only way to harvest 8.5mJ in a lap would be a brake or lift-end-coast on straps-a ridiculous spectacle as well as a possible safety issue. The cap will now be as low as 5mj in some places.

“It’s going in the right direction,” Lakeler accepted at the spa. “And hope, because it is very different, which we are used to do.

“As drivers, there will be a lot of things that have learned to forget what we have learned in our career, to resume from an empty page. And it’s a bit strange because I am four years old since this game, it would be a bit strange to erase some things of my muscle memory.

“But it is part of the game. And in itself, there is a challenge to try and strengthen the rules and perform something in other things. So, yes, I am eager to challenge, but it is very different.”

FIA single-seater Nicholas Tombazis told the autosport earlier this year: “Drivers naturally evaluate early versions of cars when things are being developed and they probably get a snapshot of something that they do not use.

“And they can jump a little quickly to conclude. Generally, a driver will never get out of a certain regulation cycle car and in a new car, say, lower downforce, and say, ‘Okay, I like it.”

Current simulation suggests that the overall lap time will not be much slower than the current, as cars will have a very different performance envelope. While they will slow down through corners due to low grip and downforce levels, narrow chassis and active aero will likely to contribute to high top speeds.

It is also likely that the higher percentage of electrical deployment will enable the car to get out of the corners rapidly.

For all, for this, drivers will adopt a new approach and in some cases – as the Lakeler will be forced to leave the years of accumulated experience. Indubitally some will grow faster than others, which are responsible for some inspiration behind complaints.

But Formula 1 always needs to change and optimize drivers as technology develops.

When Giuseppe Farina won the championship of the inaugural drivers 75 years ago, she did this in a front car with a drum brake and a wood-ridding steering wheel, removing the transmission tunnel, proposes and differences sitting with her feet under the seat. He did not wear any security halls because the prevailing conservative was that it was safe to throw away from the car in the event of an accident.

Given the imagination of this car, the Renault Test driver Ferrenc Sziz, the 1906 French Grand Prix winner AK 90CV, with just one axle break, active by a lever and cable, undoubtedly directed his ride mechanic “Teen’s Maa Bayre”.

This is a lot Lewis HamiltonPay attention to the subject of new rules.

“This is the next step, I would say, perhaps the driver has even more input in development, especially the power unit and how you use electricity,” he said in the spa.

“I really don’t want to close it, because maybe things will be good. Let’s see when we come in the next season.

“It can go in any way. It can be good, it can not be so good. But only time will tell.

“What I like is that when we are fighting this championship this season, we are also developing the current car – and then the next car. And that, that, for me, is attractive. If we were with the same car all the time, we were developing on a very small shield, it would not be anywhere just as fun.”

The fear of the new is not limited to the driver corps. It is important that the first test in next January Barcelona will be held behind closed doors at Circuit Day CatalunyaOne contrast to recent years of televisions, one-one-one-one-one cases.

The F1 does not want to reiterate porpoizing Fiysco that suffers the current generation of cars. Or in fact the first test in the hybrid era, when the ranette-complicated machines can barely manage a lap.

But, once in the open, a meritocracy will emerge. As they say, when the flag shows you what stops.

“I think as drivers, we say whatever we give us,” Carlos Sainz,

“We will go as fast as possible. If we have to make six or seven switch changes through a lap, we will do them.

“And we just get good on it as we always do.”