One of Formula One’s biggest-ever rule changes comes into effect in 2026, with significant alterations to both the chassis and engines.

There are also a host of new phrases that fans need to get up to speed with. As a result of these seismic changes, the teams and drivers have been given nine days of pre-season running to understand the complex new systems. Let’s take a closer look then at what Pierre and Franco have had to adjust to.

What has changed on the chassis side?

This year’s cars are both smaller and lighter than their predecessors. The wheelbase has been reduced by 200mm (to 3,400mm), the width by 100mm (to 1,900mm) and the minimum weight is down by 30kg (to 770kg).

Overall downforce has been cut between 15 and 30 per cent, as the aerodynamic philosophy has changed with this new ruleset. Drag has also seen a reduction, down by around 40 per cent aiding straight-line speed, thanks partly to the narrower front and rear tyres. Although 18-inch wheels remain, the fronts are now 25mm narrower and the rears 30mm narrower, which has also helped reduced weight.

All of these changes are designed to make the cars more agile and responsive. In pre-season testing, the drivers’ collective feedback was that the new machines do feature improved ride quality and stronger initial acceleration.

Has the power unit changed too?

Yes. This has a significant impact on a driver’s role in the cockpit. Let’s go back to 2014, the first year of the 1.6-litre V6 hybrid turbos. Those original power units recovered energy in two ways: kinetically, under braking, and also through heat from the exhaust. That second element, the MGU-H (heat) — has now been removed. However, MGU-K (kinetic) power has increased significantly, with a larger battery delivering 350kW to the rear wheels (up from 120kW).

This means there is now roughly a 50/50 split between the 1.6-litre V6 internal combustion engine (ICE) and electrical energy from the MGU-K. These changes require the driver to have much greater control over energy deployment, regeneration and conservation. How they manage these new tactical elements will be critical to their success on the race track.

Additionally, a new Boost Mode is a driver-operated energy deployment tool from the Energy Recovery System (ERS) which can be used offensively or defensively depending on track position. It gives the driver maximum power from the engine and battery at the push of a button, no matter where they are on track.

Power units will also run on advanced sustainable fuel in 2026, without impacting performance.

Why has DRS gone?

The days of opening up the rear wing in designated Drag Reduction System zones has been replaced by new active aerodynamics. Now, both the rear and front wings flatten when the car is in Straight Mode, reducing drag and increasing top speed, before returning to their normal position to improve grip for Corner Mode.

A new element to help a driver make a pass on-track comes in the form of Overtake Mode. If a driver is within one second of the car in front, they are able to deploy extra power to instigate a pass. It replaces DRS as an overtaking aid and can be used in one burst or spread over a lap.

The combination of smaller cars, active aero and advanced energy management is expected to radically shake up the racing, making this season’s opening race in Australia absolutely unmissable.