The new F1 single-seaters set to race in the 2026 season will change in dimensions, becoming more compact, and more: 20 cm shorter in length, 10 cm narrower in width, and 32 kg lighter than current cars. Of this weight reduction, 1.6 kg will come specifically from the reduction in tyre dimensions: 25 mm less at the front, 30 mm at the rear.
The tyres will be 18″ in size after the option for 16″ was discarded. The countdown has also begun for Pirelli. With the arrival of the new technical regulations in 2026, the sole tyre supplier for Formula 1 is in a crucial phase of its development work. As confirmed by Sporting Director Mario Isola, the tyre construction specifications must be approved by September 1st, while the compounds can be defined with more margin, up to December 1st.
What Changes for the 2026 F1 Single-Seaters
The Formula 1 technical regulations for 2026 will bring a true revolution to the single-seaters, with radical changes aimed at making races more competitive and sustainable. Here are the highlights regarding the power unit and aerodynamics:
Power Unit:
- Power Distribution: The biggest change concerns the engines. Power will be split equally, 50% from the Internal Combustion Engine (ICE) and 50% from the electric part. The ICE power will be reduced to about 400 kW, while the electrical component will increase significantly, reaching 350 kW (around 476 hp), an increase of about 300% compared to current engines.
- Abolition of the MGU-H: The MGU-H, the system that recovered energy from the heat of the turbocharger, will be eliminated, simplifying the power unit.
- Sustainable Fuels: The cars will use e-fuels, a synthetic fuel that will reduce environmental impact. Recovered energy per single lap will increase to 8.5 MJ.
- “Override” Mode: The DRS as we know it will be replaced by a system called “Override.” When a driver is following an opponent, they will have an extra burst of electrical power available to facilitate overtaking.
- Fuels: the use of new synthetic fuels is planned
Aerodynamics:
- Active Aerodynamics: The 2026 single-seaters will feature active aerodynamics, with movable front and rear wings. Drivers can choose between two configurations:
- “Z Mode”: High downforce mode, used in corners for greater grip.
- “X Mode”: Low drag mode, activated on straights to reduce drag and increase top speed.
- Less Ground Effect: Downforce (aerodynamic load) will be reduced by 30% and drag by 55%. The floor of the cars will be partially flat, limiting ground effect to prevent porpoising and make it easier to follow other cars.
- Reduced Size and Weight: The cars will be smaller and lighter. The wheelbase (distance between the front and rear wheel axles) will be reduced from 3600 mm to 3400 mm, and the width will drop from 2000 mm to 1900 mm. The minimum weight will decrease to 768 kg, about 30 kg less than today.
Tyres and Safety:
- Narrower Tyres: Tyre width will be reduced, 25 mm at the front and 30 mm at the rear.
- ncreased Safety: The new single-seaters will have reinforced protection structures in both the cockpit and the fuel tank area, and the roll-hoop (the roll bar above the driver’s head) will be able to withstand a greater load.
More Agile Cars and Guaranteed Better Racing
For the new Formula 1 single-seaters, in addition to weight, the reduction in length and wheelbase dimensions is also important, as it leads to a change in driving dynamics: the cars will be more agile, more reactive in changing trajectory, thus guaranteeing a greater spectacle. Here is what changes for the drivers:
- Active Aerodynamics and Driving Style: The introduction of active aerodynamics with “X Mode” and “Z Mode” will require drivers to adapt their style. They will have to manually manage these configurations from the cockpit, switching to “X Mode” (low downforce) on straights to maximize speed and returning to “Z Mode” (high downforce) under braking and in corners for stability and grip. This will make driving more dynamic and require greater strategic attention from the driver.
- Power Unit and Energy Management: With power split 50/50 between the combustion engine and the electric motor, energy management will become crucial. The elimination of the MGU-H and the increase in electric power will require drivers to more effectively manage battery charging and power delivery throughout the lap. The new “Override” mode for overtaking, which will no longer be linked to the distance from the opponent but to the recovery of electrical power, will change the dynamics of attack and defense in the race.
- Smaller and Lighter Single-Seaters: The reduction in weight (about 30 kg less) and car dimensions (20 cm shorter wheelbase and 10 cm narrower width) will make the single-seaters more agile, nimble, and reactive, especially in tight corners and rapid changes of direction. At the same time, the 30% reduction in aerodynamic load will make the cars harder to control due to less grip.
- Tyres and Grip: The use of narrower tyres (25 mm at the front and 30 mm at the rear) will slightly reduce mechanical grip, partially balancing the car’s greater agility. Drivers will have to adapt to a smaller contact patch.
The cars will certainly be faster on the straights thanks to the reduced aerodynamic drag, but potentially slower in corners due to less downforce. However, this could be largely offset by the reduced wheelbase and overall greater agility—winning cards that could, conversely, make them faster, especially in slower corners. The management of the power unit and active aerodynamics will be determining factors for success.
Smaller, Lighter, More Efficient Wheels: The Tyres Also Change
The challenge for Pirelli is not just to follow the technical evolution, but also to actively contribute to this transition, developing a range that is lighter, consistent with the new aerodynamic load, and capable of promoting dynamic race strategies.
Focus on the C6: The New Star of the Range?
The C6 compound, introduced in 2025, seems set to occupy a central role in 2026. Used in three of the last four Grand Prix races, it has led to more varied strategies and, according to Isola, has worked particularly well in qualifying, especially in Canada.
The C5 offers drivers more security, but the C6 is slightly faster. This creates uncertainty and makes qualifying management more interesting. However, the future goal is to widen the gap between the two compounds, making the C6 more aggressive in terms of performance but with a similar level of degradation. This is to encourage the use of different compounds in race strategies, making team choices less predictable.
A paradox Pirelli wants to overcome: the fastest tyre in the range should not be excluded from qualifying. That’s why the focus is on making the C6 more incisive without penalizing it in terms of durability. Another central theme is the use of wet tyres, which are currently virtually unused unless behind the Safety Car. Pirelli’s goal is to finally make them a real race option.