In the middle of all the discussions about the hybrid engines 2026 and their use, it should be the most difficult for the teams to achieve the new, lower weight limit of Formula 1.
The minimum weight of the cars in the new regular era was set at 768 kilograms – 32 kilograms less than the current limit of 800 kilograms. This was largely achieved by reducing the vehicles: the maximum wheelbase was reduced by 200 millimeters to 3,400 millimeters, the width reduced from 2,000 to 1,900 millimeters.
Pirelli was also commissioned to develop narrower tires, which should also help.
The FIA would like to reduce the weight of the cars even further to improve the spectacle – one aspect that, in addition to the costs, was also a reason why the association is in the eye in the future.
But for 2026, the larger proportion of electrical power also means significantly heavier batteries. And since there were several teams until this year to reach the current minimum weight at all, the ambitious goals of the FIA seem to be a real head nut.
Horner: Number granted from the air
Since each ten kilograms cost around three tenths of a second per round, the teams in the paddock agree: the ability to get close to the weight limit, a decisive performance factor will be at the start of the new era.
“The number for vehicle weight was simply taken out of air,” Red Bull team boss Christian Horner told Motorsport.com about the new requirement. “We have engines that are significantly heavier – and a weight limit that has been reduced. This will be an enormous challenge for every team. Weight savings cost a lot of money.”
“It was discussed about the introduction of steel skids – that could justify five kilos more with the minimum weight. But it is as it is. It is the same for everyone. The teams have to make decisions to achieve weight, because: weight is direct lap time. It becomes extremely difficult to get the minimum weight.”
Wolff: We have to start somewhere
Mercedes team boss Toto Wolff also describes the aggressive weight requirements as challenging, but still supports the step of the FIA: “As Christian said: You make decisions as a team. How much lap time do you get with weight and ballast? Where do you want to save?
“The reason for this is to make the cars more agile. Was that important? I think so. We have to start somewhere. This first step is difficult, but the same for everyone,” said the Austrian.
Alpine technology chief David Sanchez also describes the 768-kilogram limit as “very aggressive”, while Haas team boss Ayao Komatsu classifies it as “certainly a performance difference” and “a very expensive development”.
Red Bull: Everything is relative …
Red Bull’s chief engineer Paul Monaghan provides additional details on how the weight goal will influence the vehicle design: “It is a huge challenge to bring the car to the weight limit for 2026. The construction decisions that we will make in the coming weeks and months will be decisive. The homologation tests have become more strict.”
“The chassis laminate could save a little here and there – but it will really be a haggling around every gram. You can theoretically save five percent with every component. And roughly speaking: five percent of the total car – that is suddenly a large number, isn’t it expensive to get the weight out. But we try. We do our best.”
When asked how much the chassis weight will influence the balance of power, he replies: “We will get the only answer to that in March next year when we see how much everyone is above the limit. It is relative. If we are x kilo over it and all other x plus – then it doesn’t matter, right?”