In the new 2026 Formula 1 regulations, there will be a significant change in the drag reduction system that has been in use for 15 seasons. The FIA has provided details on how the new active aerodynamics for the front and rear wings will work. From 2026, any car will be able to activate a low drag mode on the straights, regardless of whether it is chasing or following another car and regardless of its proximity to other cars. The default setting, known as ‘mode Z’, will provide the car with greater downforce for most of the lap. The ‘mode X’, on the other hand, will activate a low downforce setting, allowing the front and rear wings to adopt a low drag configuration specifically for use on the straights.
This new system replaces the previous drag reduction system, known as DRS, which consisted of a retractable flap on the rear wing. The DRS could only be used when a car was within one second of another car at a designated detection point. The decision to eliminate the DRS was met with enthusiasm by purists, as it was often criticized for making overtaking too easy and favoring the attacking car. The new regulations aim to provide alternative aids for overtaking.
The reduction in drag for the 2026 cars means they will be faster on the straights, making the current form of the DRS ineffective. The low drag configuration of the cars is a result of the engine rules, and combining the current drag levels with the 2026 engine characteristics would result in a significant decrease in straight-line speed. Therefore, a new solution was needed to encourage overtaking. In the 2026 regulations, the movable rear wing will no longer be used just as an aid for overtaking. Instead, it will play a role in managing energy throughout the lap and race, placing greater emphasis on race strategy.
According to Jason Somerville, head of aerodynamics at the FIA, the high downforce mode will be activated when the power unit has enough energy, allowing high speeds in corners. When aerodynamic grip is not needed, the wings will be deactivated, activating the low drag mode. This allows for efficient use of energy from the onboard electrical systems during the straights.
By default, all cars will use the low drag mode X on the straights. This reduces drag, resulting in lower energy consumption. The higher maximum speed achieved in this mode also allows for greater energy recovery during braking. However, with all cars using mode X and therefore faster on the straights, the question arises: how will overtaking be possible?
The answer lies in the override option. Once a car reaches 340km/h, the deployment of the MGU-K will decrease. However, the override option will give drivers access to additional electrical energy for a longer period. When activated, the MGU-K will continue to deploy a maximum power of 350kW beyond 340km/h, up to 355km/h.
The details of the cancellation function, such as its duration and usage limitations, are still to be determined. However, it will work in a similar way to the DRS, requiring the driver to be at a certain distance from the car in front at the end of a lap.
Jan Monchaux, FIA’s single-seater technical director, explains that overtaking will be addressed in two ways. Firstly, the cars’ aerodynamic concept will be designed to reduce the losses caused by the car in front, which negatively affect the following car. Secondly, to assist with overtaking, the car behind will be allowed to deploy additional electrical energy for a specific period during the lap. Instead of the current DRS system, where simply being within a second of the car in front activates the DRS, the new system will provide an extra amount of energy to the following car for one lap. This energy boost will give the following car the opportunity to overtake at the end of the straight.
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