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Here's an intro to Formula 1 (as a sport) for 2026 and beyond. Learn about quali, the races, tyre compounds, the tracks, and much much more! This also includes all of the new regulation changes so check out that slide if you want to see what's new for this year.

No.

Well, not all of it. I'll explain the energy management stuff.

Since 2014, F1 cars have been powered by both a turbocharged V6 engine (the ICE) and an energy recovery system (ERS). The ERS essentially includes the MGU-K, which you can picture as an electric motor, and the battery. (The MGU-H was scrapped in the new regs, and this post is long enough, so forget it.)

There are two main regulations changes concerning the ERS. 

The first is that prior to 2026, the MGU-K produced about 14% of the total maximum power output (once again, that’s the MGU-K + ICE combined). Now, it produces 47% of the total maximum.

Hopefully, you know that the #1 aerodynamic principle for F1 is downforce. Roughly speaking, generating more downforce comes at the cost of more drag, which is basically the devil’s force. To overcome drag, we use energy from the MGU-K, aka the electric motor.

However, in the new regulations, the MGU-K depletes much sooner at full power. Since it makes up more of the total power output, the car has significantly less energy from the engine to work off of once the MGU-K goes kaput.

In one sentence, more drag = less energy = car fucked.

even if your primary interest isn't 2012 and/or you don't know anything about tech i highly recommend watching his stuff, listening to his commentary was a highlight of when i started watching the sport a decade ago and gave me a strong understanding of the different elements of an f1 car and how they interact, plus he's just very easy to listen to!

so you are totally right that drivers in the cockpit don't have, like, a knob they can turn for 'amount of battery deployment.' from what i can tell, reading through sec. 5 of the 2025 technical regulations and the 2026 ones, this is not (& has not been) mandated by the rules but a decision made by engine manufacturers.

usually, this involves several engine modes, which in 2026 are recharge, boost, and overtake. how and in what amounts these modes charge and deploy energy is completely determined by programming by the team, within the limits defined by the rules. so, when drivers have issues with the way their battery is being deployed in these modes, this is an issue of constructors being new to the system, and needing to adjust their PU modes to driver feedback.¹ like i said in my original post, teams are bad at this right now; they will get better. drivers will never stop complaining (god knows mine never do) but as teams get more experienced with these new PUs, we should arrive back at the usual distribution of complaints about steering, braking, power, and aero balance, instead of an overwhelming concern about power deployment.

something interesting i want to point out: the physical MCL-40 isn’t actually 1:1 with the official renders. the dazzle camo + jet black paint hide it well in most photos, but the engine cover has a stepped, shark-fin-like extension similar to the ferrari SF-26

(Pictured above) Ferrari's old suspension on the SF-25 compared to its new design

(Pictured above) The angle of the new wishbone on the SF-25 compared to its previous design

Previously, Ferrari had moved their cockpit position back, which crunched the space for the rear suspension of the car. Thus, the damper at the rear of the car had trouble contolling the rear suspension. This negatively impacted the car's ride and produced an unstable balance. Apparently, the central damper was in a less than optimal spot as well, meaning that a lot of control over the movement of the rear suspension was lost. Due to this unpredictability, Ferrari also had to raise the ride of the car so that the plank on the floor of the car would not wear too much.

Twenty components. One thousand horsepower. And a machine so precisely engineered that a change of a few millimetres can be worth tenths of a second. Here is what you are actually looking at.

There is a moment at the start of every race weekend, usually during the first practice session on Friday, when the cameras cut to a wide shot of a Formula 1 car sitting in the garage, stationary, bathed in the team's colours.

To a new fan, it looks like a very fast, very complicated car.

It is both of those things. But it is also something more: a rolling compromise between competing forces, built to tolerances measured in fractions of a millimetre, by teams of hundreds of engineers, at a cost that would fund a small country's infrastructure budget. Every single component on a Formula 1 car exists for a reason. Nothing is there by accident. And once you understand what each part does, the car you are watching on track transforms into something else entirely, a physical argument about the nature of speed, made in carbon fibre and rubber.

Here is what you are looking at.

The Floor and Diffuser

Start at the bottom, literally, because in modern Formula 1, this is the most important part of the car.

As you learned in my previous article on the 2022 regulation changes, modern Formula 1 cars generate most of their downforce from the underside, not the wings and bodywork above. The floor has sculpted Venturi tunnels that speed airflow beneath the car. Faster air means lower pressure, so the car is sucked toward the track. Greater speed increases this suction, pressing the tyres harder into the road.

At the back of the floor sits the diffuser, a ramp-shaped section that allows the high-speed air from underneath to expand and exit cleanly. The diffuser is one of the most performance-sensitive parts of the entire car. A fraction of extra efficiency here is worth lap time that no other single component can replicate. It is also one of the reasons teams guard their car designs so obsessively. If a rival team photographs your diffuser at the right angle, they can learn months of your engineering work in a single image. The 2026 regulations have slightly reduced reliance on extreme ground effect compared to the 2022 era. They raise the optimal ride height and reduce the risk of violent bouncing porpoising that plagued teams four years ago. The principle remains the same. The floor is still king.

Front and Rear Wings

The wings are what most people picture when they think of an F1 car: those dramatic horizontal blades at the front and the tall structure at the back. They generate downforce by pushing air over a shaped surface, creating lower pressure above and higher pressure below, which pulls the car toward the ground. Think of them as upside-down aircraft wings: instead of generating lift, they generate grip.

The front wing does more than generate downforce, though. It also shapes and directs the airflow that feeds the rest of the car's aerodynamic surfaces, including the floor, sidepods, and diffuser. A small change to the front wing can affect the aerodynamic behaviour of the entire car, which is why teams bring new front wing specifications to almost every race.

The rear wing provides stability, especially under braking. Run it too high, and you add drag, slowing the car on straights. Run it too low, and you lose rear grip in corners. Each race weekend, the team sets a wing angle for the circuit: low downforce for power tracks like Monza, where speed matters most; high downforce for twisty circuits like Monaco, where grip is everything.

In 2026, both the front and rear wings gained a significant new feature, which brings us to one of the most important changes in the sport's recent history.

Active Aero and the End of DRS

For over a decade, Formula 1 used DRS, the Drag Reduction System, to aid overtaking. In designated zones, a driver within one second of the car ahead could open a flap on the rear wing. This reduced drag and provided a burst of top speed. It was controversial; some felt it made overtaking too artificial, but it was effective.

From 2026, DRS is gone. In its place is Active Aero: movable front and rear wings that adjust dynamically based on the car's position. In corners, the wings close and generate maximum downforce. On straights, the wings open, reducing drag and increasing top speed. Every driver benefits every lap; it is not restricted to the car behind.

Alongside Active Aero, 2026 introduced two further tools for drivers. The Boost Button deploys maximum electrical power at any point on the lap. This feature is useful for defending a position or seizing an opportunity in an unexpected place. Overtake Mode activates when a driver gets within one second of the car ahead at a designated detection point, usually the final corner before a straight. It then unlocks an additional burst of electrical energy for the following lap. It is, in effect, DRS's spiritual successor: proximity still has its privileges.

The Power Unit

Beneath the bodywork and behind the driver, the power unit sits. Calling it simply an "engine" undersells it considerably.

Since 2014, Formula 1 has used hybrid power units that combine an internal combustion engine with an electric motor. The 2026 regulations dramatically shift the balance between these elements. Previously, power units relied heavily on combustion engines. In 2026, the split will be about fifty-fifty between petrol and electrical power. The electrical component, the MGU-K (Motor Generator Unit-Kinetic), now generates roughly 350 kilowatts of electrical power—a threefold increase compared to the previous era.

The total output of a 2026 power unit is around 1,000 horsepower. What makes this remarkable is not the headline figure, but how it is managed. Electrical energy is harvested under braking and throttle lift-off, stored in the battery, and released at the perfect moment. Drivers manage more than pace. They manage an energy budget, lap by lap and corner by corner.

The 2026 regulations removed the MGU-H. This heat recovery system, used in the previous era, was extraordinarily complex and expensive to develop. Its removal aimed to reduce costs and encourage new manufacturers. It worked: 2026 saw Audi and Ford join the grid as power unit suppliers alongside the returning Mercedes, Ferrari, Honda, and Red Bull Powertrains.

One further detail worth noting: 2026 F1 cars run entirely on advanced sustainable fuel derived from sources including carbon capture and municipal waste. This is not a cosmetic change. It is part of Formula 1's stated goal of reaching net-zero carbon by 2030.

Sidepods and Cooling

On either side of the cockpit sit the sidepods, the large sculpted bodywork sections that house the car's cooling systems. Inside them, radiators manage the temperature of the power unit, brakes, and electronics. Without effective cooling, a car would destroy itself within a handful of laps.

The sidepods are also aerodynamic surfaces in their own right. Their shape directs air toward the floor, the rear of the car, and the beam wing above the diffuser. Different teams take radically different approaches to sidepod design. Compare the wide, traditional shapes of some constructors against the dramatically undercut designs of others, and you begin to understand just how much philosophical disagreement exists between teams working from the same rulebook.

The 2026 cars are noticeably smaller than before: 100mm narrower and with a shorter wheelbase. This size reduction has allowed designers to rethink sidepod architecture significantly. There are fewer cars to cool and more freedom to route airflow around them.

The Tyres

Formula 1 tyres bear almost no resemblance to the tyres on your car, in the same way that a scalpel bears almost no resemblance to a kitchen knife.

Pirelli is Formula 1's exclusive tyre supplier. It provides five dry-weather compounds for the 2026 season: C1 is the hardest and most durable, while C5 is the softest, fastest, but most fragile. For each race weekend, Pirelli picks three compounds based on the circuit and expected temperatures. These are colour-coded: white for hard, yellow for medium, and red for soft. Green intermediates handle damp conditions. Blue full wets are for serious rain.

Every driver must use at least two different compounds during a dry race. This forces at least one pit stop and adds strategic complexity. Do you start on the soft tyre, run fast early, and pit sooner? Or start on the hard, run long, and have fresher rubber late in the race when others are struggling? Tyre strategy is a primary battleground at every Grand Prix. Teams with dedicated strategy engineers spend the entire race monitoring degradation data and modelling scenarios in real time.

A stint is simply the period of time a driver spends on one set of tyres  from the moment they leave the pit lane on fresh rubber to the moment they come in to change them again.

A race is made up of multiple stints. The number depends on how many pit stops a team chooses to make or is forced to make due to tyre degradation. Every driver must use at least two different compounds in a dry race, which guarantees at least one pit stop and therefore at least two stints.

The strategic question is always the same: how long can you push a set of tyres before the lap time loss from degradation outweighs the time cost of stopping? A soft tyre might be two seconds a lap faster than a hard one, but if it falls off a cliff after twenty laps while the hard runs cleanly for forty, the maths can favour the longer, slower stint. Getting that calculation right  and reacting when a rival does something unexpected is what race strategy is actually about.

The 2026 tyres are slightly narrower than the previous generation, 25mm less at the front, 30mm less at the rear, aligned with the new cars' lighter and more agile philosophy.

The Halo

Above the cockpit, connecting the front of the survival cell to the roll hoop behind the driver's head, sits a titanium structure called the Halo. When it was introduced in 2018, it was controversial; many felt it compromised the car's aesthetic and questioned its necessity.

It has since saved lives. Multiple times and without meaningful debate.

The Halo is designed to deflect large debris and withstand the weight of a car landing on top of it. It is tested to loads equivalent to roughly twelve tonnes. Drivers who once questioned it now defend it without reservation. It is a reminder that, despite the extraordinary technical sophistication of a Formula 1 car, the most important engineering priority has always been keeping the person inside it alive.

The 2026 roll hoop behind the Halo has been strengthened further, now required to withstand significantly greater vertical impact loads than before. The nose cone has also been redesigned as a two-stage structure; the front section shears off in a heavy impact, but a secondary section continues to offer protection against a follow-on collision.

What It All Adds Up To

A 2026 Formula 1 car weighs 768 kilograms, making it lighter than any car under the previous regulations. It generates more downforce than its own weight at high speed. It can accelerate from zero to 100 kilometres per hour in under 2 seconds and reach top speeds beyond 350 kilometres per hour. It will complete a lap of most circuits faster than any other vehicle on the planet.

And it does all of this while the driver inside it manages an energy budget, monitors tyre degradation, processes radio instructions from the pitwall, makes split-second decisions at closing speeds that allow no margin for error, and still finds the last hundredth of a second in a corner nobody else has found yet.

The car is remarkable. The person inside it might be even more so.

yeah this makes sense to me!! it was not a bad car in the beginning of the year. i know we call it a shitbox lol which is what it currently is but that's not what it started out as. i just don't think they ever thought plank wear would be the issue but then china happened.