It can regulations around engines in view of 2026 to be finalisedthe same is not true of their aerodynamics and chassis new carswith the FIA and them groups to still be in negotiations.
In his briefing to members of the press, Mr Nikolas Topazis, head of cars her FIArevealed details about the sizethe weight and approach of racing new generation.
Starting from chassisTopazis emphasized that the goal is to reduce the size of the cars compared to the 2022 generation:
“The chassis are almost finalised, and we know the cars will be closer. The maximum length of the wheelbase will be 3.4 meters, while it is now 3.6 meters. They will be narrower by 100 millimeters, that is, they will reach 1.9 meters.”
As far as the weightthe FIA has listened to drivers’ feedback and wants to reduce it significantly from the 798 kg that is now the limit:
“We aim to have a lower weight limit. We are looking at the possibility of cars being 40 to 50 kg lighter in 2026. We want to have cars that are more agile, because in recent years they have become much heavier and unwieldy. We put them on a diet like Tina.”
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The reduction of weight will also be achieved through the return to smaller diameter wheels, as it is spoken of 16 inch tires, and not 18 as it is now. It is recalled that in 2022 the switch from 13-inch tires to 18-inch ones was made for commercial reasons, as Pirelli considered that the product is better advertised on a tire that resembles that of a passenger vehicle.
To her aerodynamicsthe Federation will define the new generation regulations drawing on the findings of the current cars:
“In terms of aerodynamics, we have an advanced concept that is an evolution of where we are at the moment. I wouldn’t call it a radical change. It aims to have close battles. In 2023 we saw this diminish somewhat as the cars lost their ability to closely follow each other. We think we have understood why this happened and what needs to be done to change it. Overall, in 2026 we will have cars that produce less drag, but also have lower levels of downforce.”
Finally, on the issue of active aerodynamics, Topazis pointed out that DRS will continue to exist in some form, without necessarily meaning that it will be located on the rear wing or that it will only be activated in corners and under specific conditions.
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