AMR26

With the MGU-K now responsible for harvesting more energy under braking, up to 8.5MJ per lap, the braking system must manage a complex blend of regenerative and friction braking. The brakes can slow the car from more than 320km/h to zero in less than five seconds while simultaneously feeding energy back into the system. Front brakes remain purely hydraulic. Rear brakes are brake-by-wire, translating pedal input into a torque request that balances electrical harvesting with mechanical stopping force. Brake ducts must carefully balance airflow for cooling against aerodynamic efficiency – larger brake ducts improve thermal control but increase aerodynamic drag. With temperatures exceeding 1,000°C and deceleration forces of up to 6G, the brake ducts funnel air into and out of the brake assembly.

2026 F1® cars feature fully active front and rear wings, allowing the car to switch between two distinct aerodynamic states: Corner Mode and Straight Mode. In corners, the wings increase their angle of attack to generate downforce, pushing the car into the asphalt and maximising grip. On the straights, they flatten to reduce drag, boosting straight-line speed. Unlike the DRS system of previous generations, active aero operates on every lap and across multiple zones, with both the front and rear wings moving in synchrony. This coordination is critical: altering aerodynamic surfaces changes not just downforce and drag, but also the car's balance. Movements happen in milliseconds, powered by lightweight actuators controlled by electro-hydraulic valves.

Developed by our works partner Honda, the RA626H is a 1.6-litre turbocharged internal combustion engine (ICE) paired with a motor-generator unit that recovers and restores kinetic energy from braking, as well as energy store and control electronics. Where the previous generation of F1® cars derived around 80 per cent of their power from combustion, the new generation is powered by a 50:50 split between internal combustion and electrical energy. The MGU-H (motor-generator unit – heat), powered by the stream of hot exhaust gases in the turbocharger when it's not being used to pressurise engine air, has been removed as a result of the rules reset, simplifying the power unit architecture and reducing complexity, while increasing reliance on kinetic energy recovery. The MGU-K (Motor Generator Unit – Kinetic) becomes vastly more powerful, with its output increasing from 120kW to 350kW and doubling the amount of energy that can be harvested under braking. The MGU-K is connected to the rear axle. When braking, it acts as a generator, converting kinetic energy into electrical charge. When accelerating, it flips – delivering that stored power back to the wheels instantly. Electrical energy is stored in a high-density battery and deployed strategically, particularly on corner exit, where the electric motor’s instant torque is most effective. The ICE plays a dual role: providing propulsion and charging the battery during part-throttle phases.