The major rule changes that will apply in Formula 1 from 2026 are not only causing a lot of headaches for the teams in the areas of chassis, aerodynamics and drive, but also represent “one of the biggest challenges” for the development of the brakes.
Probably the biggest rule revolution in modern Formula 1 shifts the balance of power between combustion engine and electric drive from currently around 80/20 to around 50/50. The MGU-K units currently produce around 120 kW (161 hp), from 2026 the output will increase to around 350 kW (469 hp), with the MGU-H being eliminated at the same time.
In combination with active aerodynamics, this not only changes how quickly a Formula 1 car accelerates, but also how it then decelerates. Because energy recovery will increase massively, as Andrea Algeri, Formula 1 customer manager at Brembo, explains.
“This is my 15th season in Formula 1, I’ve already experienced a lot of changes – in brakes, cars, tires, rims. But this is honestly one of the biggest challenges,” says Algeri in an interview with the English-language edition of Motorsport.com, a sister platform of Motorsport-Total.com in the Motorsport Network.
Formula 1: Why can’t the brakes stay as they are?
The braking systems are being significantly revised for two central reasons: on the one hand, the requirements are changing due to the higher energy recovery of the MGU-K, and on the other hand, the new regulations offer significantly more options than before.
In the future, the FIA will allow brake discs with a diameter of between 325 and 345 millimeters on the front axle and between 260 and 280 millimeters on the rear axle, each with a maximum thickness of 34 millimeters. This wider range opens up new possibilities, such as larger discs at the front and smaller ones at the rear.
There are also new freedoms with the brake calipers: instead of two, up to three attachment points can be used, and more pistons and pads are also permitted. “This is the biggest change in saddles in 20 years,” emphasizes Algeri. “This gives our engineers a little more leeway.”
The basic structure of the braking system, however, has changed little, as since 2014 it has been hydraulic at the front and brake-by-wire at the rear. The pedal delivers a torque signal that the electronics translate into a combination of friction and recuperation braking.
The weight of the brakes is also a focus
In addition to aerodynamics and drive, weight will become the third major challenge in 2026, because despite larger and heavier batteries, the minimum weight of cars will fall from 800 to 768 kilograms. Hardly anyone in the paddock assumes that the teams will reach this limit immediately.
So a third race begins, one for every gram. This also applies to the brakes, because bigger is not automatically better. “The teams are looking for the best compromise,” says Algeri. “If they use the maximum permitted dimensions, it will be too difficult.”
“That’s why many people tend to stay close to the current sizes. Furthermore, this depends heavily on the respective energy recovery strategy.” According to Algeri, some teams rely on larger discs on the front axle (but not the maximum) and smaller discs at the rear, others take different approaches.
At least three teams are “pretty brave” to save weight – a concept that is likely to find imitators if it works. However, the rear brakes cannot be as small as desired: on the one hand because of the rules, on the other hand because they have to be able to brake the car safely even without recuperation.
The FIA therefore stipulates a minimum braking force of 2500 Nm at 150 bar pedal pressure on the rear axle, without support from the electric motor. “This is intended to prevent someone from using ultra-thin or tiny brake discs at the rear and it becoming dangerous in the event of a fault,” explains Algeri.
“The design has to withstand extreme situations,” emphasizes the experienced technician from brake manufacturer Brembo. “You need a disc big enough to survive in situations where the track layout or energy strategy forces you to use the brakes the way you used to.”
Why the cooling of the brakes is changing
Cooling also plays a crucial role. “We will probably see different cooling concepts for different routes,” says Algeri. “On tracks with little braking load, there are fewer holes in the disc to keep the temperature high, while on other tracks, highly cooled discs with more holes are required.”
Because the engine will be more closely involved in the braking process in the future, the rear discs will be less stressed and need less cooling. However, carbon fiber discs require heat to function optimally, which is why the rear discs could have fewer holes or modified air ducts.
Conversely, the cooling requirement on the front axle increases because the cars are likely to be faster on the straights. The different energy usage strategies also mean that brake wear will vary more between tracks like Monza and Monaco in the future – but not necessarily in the way you would expect.
“We have to completely rethink the classification of the routes,” said Algeri. “In the future, this will be more closely linked to energy recovery. A route like Monaco or Singapore, which was previously considered easy, suddenly becomes brake-intensive because you have a lot of time there to recuperate energy – until the battery is full.”
“Then you have to go back to conventional brakes.” The braking strategy that Algeri addresses will be a crucial performance factor in 2026. The software control of the drive can determine the lap time and energy use, regardless of the hardware.
With the growing importance of recuperation, teams will have many options to influence how the car decelerates into the corner and how much energy is recovered in the process. Formula 1 in 2026 will not only be a technical arms race, but also a competition for the best software.