- Bienvenido a Beta F1-Gears.
Mensajes recientes
#1
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por McHouserphy - Ene 13, 2026, 11:55 PM
* Supongo que querrá decir ecológicos, a no ser que sean capaces de "cabrear" a los electrones
El año 2026 no solo marcará una revolución técnica en lo que respecta a las unidades de potencia, sino que también introducirá un nuevo paradigma en la forma en que la FIA mide, controla e interpreta el combustible que llega al motor a través del un caudalímetro muy cambiado.
Se mantendrá un parámetro de referencia en kg/h, es decir, el caudal en masa del combustible, pero a partir de esta temporada ese valor será convertido directamente por la SECU en caudal de energía, utilizando la densidad energética y el poder calorífico de cada gasolina, certificado todo por un organismo independiente antes de que el coche salga a la pista.
En conjunto, el valor final no podrá superar los 3000 MJ/h, determinados mediante fórmulas que tienen en cuenta el régimen de rotación, la carga y las condiciones de funcionamiento de la unidad de potencia.
En esencia, se trata de un verdadero cambio de paradigma: el enfoque ahora pasa de la cantidad de combustible en términos de masa a su valor energético. Y es también por eso que la investigación tecnológica requiere de unos recursos cada vez más importantes.
Al tratarse de un líquido, como las gasolinas utilizadas hasta el año pasado, los principios de medición siguen siendo los mismos. El sistema se basa en transductores ultrasónicos capaces de determinar la velocidad del fluido que atraviesa el caudalímetro. Conociendo el diámetro del tubo, es posible obtener el caudal volumétrico y, basándose en la densidad de la gasolina, calcular el caudal másico.
Necesario mirar los materiales para ser compatibles con el e-combustible
Sin embargo, hay otro aspecto que requiere especial atención. Las nuevas gasolinas sostenibles tienen una composición química diferente y mucho más compleja de lo que parece. Además, son más agresivas con el hardware, un factor que ha obligado tanto a los fabricantes como a la empresa productora de los caudalímetros a desarrollar soluciones capaces de adaptarse a las distintas características de los nuevos combustibles.
Por ejemplo, Allengra, la empresa que desde este año suministra los caudalímetros, ha dedicado meses a estudiar soluciones que se adapten a los combustibles electrónicos, como cuenta el codirector general Niels Junker en una entrevista exclusiva para Motorsport.com, ya que el sistema está instalado dentro del depósito. Por lo tanto, el reto es doble: resistir la química tanto dentro como fuera del dispositivo.
"Por ejemplo, está la cuestión del conector. El caudalímetro está instalado en el depósito, por lo que la gasolina no solo pasa por el sensor: también hay combustible fuera del sensor. Por eso es necesario trabajar con materiales que sean realmente resistentes a los e-combustibles, esta es una diferencia enorme, porque hoy en día ser compatible con el combustible es relativamente sencillo», explica.
La FIA y los equipos han realizado solicitudes específicas
Precisamente por eso, Allengra también ha recibido solicitudes específicas de la FIA y de los fabricantes de combustibles en relación con los materiales utilizados, especialmente los que están en contacto con la gasolina, ya que podrían suponer una limitación para el desarrollo de los e-combustibles. En consecuencia, se ha fabricado la carcasa exterior del caudalímetro en acero inoxidable.
"Por la misma razón, los transductores del interior del caudalímetro también están 'protegidos' por un refuerzo de acero inoxidable. Pero eso no es todo. Por ejemplo, intentamos reducir al mínimo el número de juntas tóricas o juntas, porque en el automovilismo se considera que ningún cable ni junta es neutro con los e-combustibles: puede que lo sea a corto plazo, pero es inevitable que deje de serlo después de 5 o 10 carreras. Puede variar y eso supone un riesgo".
"Incluso el cableado que va del caudalímetro a la unidad de control no se considera compatible con los combustibles electrónicos, por lo que hay que hacerlo hermético y compatible desde el conector electrónico hasta el mazo de cables".
"Hemos encontrado una solución sellando todo el interior del conector, pero el problema era también encontrar los conectores adecuados, porque los que utilizábamos en el pasado eran herméticos con la gasolina tradicional, pero no eran compatibles con los e-fuel".
"Por lo tanto, tuvimos que buscar nuevos proveedores. Es un trabajo que lleva meses. No se trata solo de la compatibilidad de los materiales, sino también de motivos de seguridad y plazos de entrega. Debemos garantizar la igualdad para todos, por lo que no podemos suministrar algo que corra el riesgo de romperse o de no llegar a tiempo".
"Al final, encontramos una solución para que el cableado fuera resistente al combustible, pero al mismo tiempo los equipos también deben poner de su parte para evitar cualquier fuga, y de hecho han introducido controles de calidad específicos".
"Cada equipo gestiona este aspecto de forma diferente. Con los e-combustibles, los equipos nos envían el combustible y nosotros tenemos que calibrar el sensor y hacer las pruebas con cada combustible".
Aditivos del e-combustible: una nueva y costosa línea de investigación
El desarrollo de los e-combustibles ha abierto una frontera que va mucho más allá de la simple sustitución de la gasolina tradicional. Ya no se trata de optimizar un producto existente, sino de construir un combustible completamente nuevo, molécula a molécula, dentro de estrictas restricciones químicas y normativas. En este escenario, la investigación sobre aditivos se está convirtiendo en uno de los principales campos de debate e innovación.
Y es precisamente aquí donde el reglamento de la FIA introduce una distinción crucial. Se permiten los aditivos procedentes de fuentes no sostenibles, pero dentro de límites extremadamente estrictos y solo si entran en categorías que no alteran la combustión de forma indebida, evitando así ventajas de rendimiento encubiertas. Se trata de una cuestión importante, ya que los aditivos con las mejores propiedades son, por lo general, precisamente los no sostenibles.
El caso de los aditivos sostenibles es diferente. Si están certificados y se trazan a lo largo de toda la cadena de suministro, no están sujetos a las mismas restricciones que los aditivos no sostenibles. Es en este aspecto donde se centra la investigación de los proveedores, comprometidos con el desarrollo de moléculas avanzadas y sostenibles, capaces de mejorar la estabilidad, la resistencia a la detonación y la calidad de la combustión sin sobrepasar las restricciones del reglamento.
Se trata de un trabajo complejo, ya que cada componente debe cumplir criterios de sostenibilidad, una disponibilidad mínima anual, la compatibilidad con los materiales y la coherencia con el desarrollo de los futuros combustibles comerciales. Al mismo tiempo, sin embargo, es un área con un gran potencial. Y es también por eso que los costes han superado ya los 250 euros por litro.
No es el líquido en sí mismo el que tiene ese valor: es la investigación que lo respalda, así como la cadena de suministro, que debe ser completamente "verde", certificada en cada paso, desde el abastecimiento hasta las emisiones de todo el ciclo de vida. Mejorar la calidad del combustible significa, por ejemplo, poder obtener la misma energía con una masa inferior, reduciendo la cantidad de gasolina a bordo.
Fuente : https://es.motorsport.com/f1/news/quimica-formula1-combustibles-agresivos-aditivos/10789572/
#2
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por llumia - Ene 13, 2026, 04:25 AMF1's New Era: Everything you need to know about how the FIA is making Formula 1 more competitive, more sustainable and safer in 2026
f Formula 1 has a defining characteristic it is a relentless urge to move forward, to put behind it the successes or failures of the past and to look forward to the next weekend, the next session, the next race. And though the dust has only just settled on one of the most thrilling seasons in recent memory, all eyes are swiftly turning to 2026 and one of the biggest resets the sport has ever seen.
While previous rule shifts have focused on changes to either the engine or the chassis –with one sometimes influencing the other – the FIA's 2026 regulations tackle every aspect of F1 car design in order to create a new era of more competitive, safer and more sustainable racing.
Nimble Car Concept
At the heart of the new regulations is the Nimble Car Concept, a wholly new vision for the design of F1 cars that seeks to reverse the trend of larger, heavier cars by making them significantly smaller, lighter, and more agile.
To do this, the new cars will be 30 kilograms lighter, with a target of 724kg for the car plus the mass of the tyres. The dimensions of the 2026 cars have also been altered, with the wheelbase down by 200mm to 3400mm. The width of the car has been reduced by 100mm and the floor width has been reduced by 150mm.
The surfaces of the car are also changing, with the front wing narrowing by 100mm and featuring a two-element active flap. The rear wing also changes, with a three-element active rear wing. The beam wing – the small horizontal plane underneath the main rear wing so common on 2022-2025 era cars – has also been banished and rear wing end plates have been simplified.
To help cars follow each other, wheel bodywork will be proscribed and in-washing wheel wake control boards will sit at the front of the side pods to assist with the control of the wheel wake. Also removed are the front wheel arches or brows that were a feature of the 2022 cars.
The changes will lead to downforce being reduced by to 30% and drag falling by somewhere in the region of 55%. While that will mean cars are slower through corners, they will be quicker out of those corners and though lap times will initially be slightly slower than currently the expectation is that teams will recover that lost time rapidly as development cycles mature.
Wake Management
Difficulties with cars following one another closely has been a factor in Formula 1 for many years and the 2022 regulations, with raised diffusers designed to channel the disruptive wake up and over the following car, were a bid to counter serious issues with the previous generations of car (2014 and 2017). However, as FIA Single-Seater Director Nikolas Tombazis explains, the 2022 cars eventually began to suffer from the same issues.
"The 2022 cars started off with a significant improvement in their wake characteristics," he says. "I don't remember the exact numbers, but downforce at approximately 20 metres behind went from about 50% on the previous generation of cars to about 80 or 85% to start with on the 2022 cars. And then that gradually decayed during the regulation cycle to what it is now, where we are probably talking about 70%. We believe that the start of the new cycle will be more like 90%, better than it's ever been."
He also points to areas that had been exploited to provoke outwash being tightened in the new regulations.
"The front wing end plates morphed into shapes that permitted quite a lot of outwash, while the inside of the front brake drums also worsened the characteristics, as did the side of the floor," he says. "We learned a lot from that and in developing the regulations for 2026 we hope we will maintain the good characteristics for a longer period or hopefully not have this decay again."
Active Aerodynamics
One of the biggest changes coming in 2026 is active aero. For 15 seasons F1 fans have been used to the sight of the rear wing of F1 cars opening in order to lower drag, providing a speed boost and giving following cars the opportunity to attack rivals ahead. For 2026, that Drag Reduction System (DRS) is no more, replaced by moveable front and rear wings that allow drivers to switch between two distinct modes.
In Straight Mode, the front and rear wing flaps open to reduce overall drag. Unlike DRS, which was only available to drivers running within one second of the car ahead and in specific zones, the new active aero system can be activated by any driver at predetermined points on the circuit (straights of a minimum length) regardless of their position relative to other cars. The second mode, known as Corner Mode, has the front and rear wing flaps in the normal (high downforce) position for better cornering speed.
While DRS was primarily an overtaking aid, the new active aero system is primarily designed to help conserve energy, as reducing drag on straights is essential for efficient energy use with 2026 power units that will rely much more on electrical energy. Overtaking, the primary purpose of DRS, will from 2026 be assisted in a different way.
Overtake Mode
From 2026 onward, the chief overtaking assist will come from an additional electrical energy via the new Overtake Mode. When drivers are within a second of the car in front at activation points, they will be able to deploy additional power energy to try to pass, with an extra +0.5MJ of extra energy available. The chances of an overtake occurring will also be increased by the leading car's energy deployment tapering off after 290km/h, while the car behind can use the override for a full 350kW up to 337km/h. The speed differential should help make passing moves possible.
As Mercedes' Deputy Technical Director, Simone Resta, says, racing in 2026 will be "unpredictable".
"It's going to be quite different, especially in racing rather than in quali," he explains. "We are all used to a certain format with the DRS that helps with overtaking and is used in defined areas and with certain gaps, but next year, every driver will be running moveable front and rear wings together, at many points in the lap, and they will be using the energy to help overtaking. It's going to be different and potentially quite more unpredictable in the way that the drivers will use the energy to overtake."
Andy Stevenson, Sporting Director at Aston Martin concurs, adding: "A lot of work has been done so that we can create these cars that will give us much closer racing. And that's what we're all aiming for. Yes, we have close grids but I think we can improve the racing and make it better. And when you see what technologies that we're bringing to Formula 1 for next year, I'm really excited."
Power Arrangers
It's not just the chassis that is changing for 2026, the cars also get new power units. Still centred around a 1.6-litre hybrid powerplant, the redesigned PU builds on the world's most efficient engines with a remarkable 300% increase in battery power and even split between Internal Combustion and Electric power. While the MGU-H has been removed and the power derived from the ICE element of the PU drops from 550-560kw to 400kw, the battery element increases from 120kw to 350kw.
New rules, new manufacturers and teams
Originally approved by the World Motor Sport Council in August 2022 the new power unit regulations, which accented cost reduction, simplification and financial sustainability in order to make it possible and attractive for newcomers to join the sport at a competitive level, have resulted in a 2026 championship featuring five power unit manufacturers. Alongside regular suppliers Mercedes and Ferrari, Audi enter for the first time, Honda fully return to the sport with Aston Martin after exiting in 2021 and Ford join the grid in support of the new Red Bull Powertrains concern that will build PUs for Red Bull Racing and Racing Bulls.
The regulations have also led to the arrival of a new Constructor in the shape of Cadillac. At the season- opening Melbourne Grand Prix, GM's premium brand will become the sport's first wholly new entrant since Haas in 2016. The arrival marks the culmination of more than two years of intense, but ultimately successful work for the FIA towards expanding the grid.
For its first seasons in F1, Cadillac will use Ferrari power units but in April of 2025 the FIA officially approved GM Performance Power Units LLC., a company formed by TWG Motorsports and General Motors to build powertrains for the Cadillac Formula 1 Team, as a power unit supplier for the FIA Formula One World Championship starting in 2029.
Sustainable Racing
The increase in electrical energy is just one element of a major FIA move towards a more sustainable Formula 1 and from 2026 all F1 cars will use advanced sustainable fuels.
The FIA has mandated the use of sustainable fuel derived from 'Advanced Sustainable Components' (ASCs), ensuring they are sourced from non-food biomass, renewable feedstock of non-biological origin or municipal waste, and meet stringent greenhouse gas emissions thresholds.
To ensure compliance with these stringent standards, the FIA has collaborated with Zemo Partnership, an independent provider of assurance services, to develop the Sustainable Racing Fuel Assurance Scheme (SRFAS). This scheme employs a robust third-party verification process to guarantee that all Formula 1 racing fuel meets the FIA's criteria for blended fuel composition and the sustainability of its advanced sustainable components (ASCs).
To do this, the SRFAS will employ a rigorous verification process focused on tracing the origin and movement of each ASC throughout the supply chain to ensure compliance with the FIA's stringent criteria, analysis of the blended racing fuel to verify the accurate composition and traceability of ASCs and emissions performance to ensure fuels meet FIA sustainability targets.
Even Safer Racing
The 2026 regulations are not just about improved racing – the FIA's ceaseless mission to continually raise safety levels will also lead to 2026 cars being safer and more secure than ever. Revised front impact structure and increased side intrusion protection will further protect drivers in the event of an impact, while roll hoop loads have been increased from 16G to 20G. Test loads increased from 141kN to 167kN. Rear wing endplate lights will be homologated and lateral safety lights to be introduced to identify ERS status.
Finishing Lines
The 2026 regulations began development with the publication of the PU rules in 2022. Since then, new Technical, Sporting and Financial Regulations have been drafted, reviewed, refined and approved to create a comprehensive new suite of clearer and more consistent rules for F1 to take into the future.
Along with last tweaks to other sections of the regulations, the final element of that suite, the creation of a new Section A, was approved at the December 2025 meeting of the World Motor Sport Council. With the new approved Regulations, the new structure of the 2026 Formula 1 Regulations has finally been completed. The Regulations are now split in six sections: Section A: General
Regulatory Provisions; Section B: Sporting Regulations; Section C: Technical Regulations; Section D: Financial Regulations (for F1 Teams); Section E: Financial Regulations (for PU Manufacturers), and
Section F: Operational Regulations.
Section A constitutes a 'General' section creating consistency between all other sections and to avoid duplications or contradictions. It adopts a more rigorous legal framework, previously introduced with the Financial Regulations.
After three years of intense work in collaboration with Formula 1 and the sport's 11 teams – and with the final rules section now in place – the FIA Formula One World Championship is set for a thrilling future.
https://www.fia.com/news/f1s-new-era-everything-you-need-know-about-how-fia-making-formula-1-more-competitive-more
f Formula 1 has a defining characteristic it is a relentless urge to move forward, to put behind it the successes or failures of the past and to look forward to the next weekend, the next session, the next race. And though the dust has only just settled on one of the most thrilling seasons in recent memory, all eyes are swiftly turning to 2026 and one of the biggest resets the sport has ever seen.
While previous rule shifts have focused on changes to either the engine or the chassis –with one sometimes influencing the other – the FIA's 2026 regulations tackle every aspect of F1 car design in order to create a new era of more competitive, safer and more sustainable racing.
Nimble Car Concept
At the heart of the new regulations is the Nimble Car Concept, a wholly new vision for the design of F1 cars that seeks to reverse the trend of larger, heavier cars by making them significantly smaller, lighter, and more agile.
To do this, the new cars will be 30 kilograms lighter, with a target of 724kg for the car plus the mass of the tyres. The dimensions of the 2026 cars have also been altered, with the wheelbase down by 200mm to 3400mm. The width of the car has been reduced by 100mm and the floor width has been reduced by 150mm.
The surfaces of the car are also changing, with the front wing narrowing by 100mm and featuring a two-element active flap. The rear wing also changes, with a three-element active rear wing. The beam wing – the small horizontal plane underneath the main rear wing so common on 2022-2025 era cars – has also been banished and rear wing end plates have been simplified.
To help cars follow each other, wheel bodywork will be proscribed and in-washing wheel wake control boards will sit at the front of the side pods to assist with the control of the wheel wake. Also removed are the front wheel arches or brows that were a feature of the 2022 cars.
The changes will lead to downforce being reduced by to 30% and drag falling by somewhere in the region of 55%. While that will mean cars are slower through corners, they will be quicker out of those corners and though lap times will initially be slightly slower than currently the expectation is that teams will recover that lost time rapidly as development cycles mature.
Wake Management
Difficulties with cars following one another closely has been a factor in Formula 1 for many years and the 2022 regulations, with raised diffusers designed to channel the disruptive wake up and over the following car, were a bid to counter serious issues with the previous generations of car (2014 and 2017). However, as FIA Single-Seater Director Nikolas Tombazis explains, the 2022 cars eventually began to suffer from the same issues.
"The 2022 cars started off with a significant improvement in their wake characteristics," he says. "I don't remember the exact numbers, but downforce at approximately 20 metres behind went from about 50% on the previous generation of cars to about 80 or 85% to start with on the 2022 cars. And then that gradually decayed during the regulation cycle to what it is now, where we are probably talking about 70%. We believe that the start of the new cycle will be more like 90%, better than it's ever been."
He also points to areas that had been exploited to provoke outwash being tightened in the new regulations.
"The front wing end plates morphed into shapes that permitted quite a lot of outwash, while the inside of the front brake drums also worsened the characteristics, as did the side of the floor," he says. "We learned a lot from that and in developing the regulations for 2026 we hope we will maintain the good characteristics for a longer period or hopefully not have this decay again."
Active Aerodynamics
One of the biggest changes coming in 2026 is active aero. For 15 seasons F1 fans have been used to the sight of the rear wing of F1 cars opening in order to lower drag, providing a speed boost and giving following cars the opportunity to attack rivals ahead. For 2026, that Drag Reduction System (DRS) is no more, replaced by moveable front and rear wings that allow drivers to switch between two distinct modes.
In Straight Mode, the front and rear wing flaps open to reduce overall drag. Unlike DRS, which was only available to drivers running within one second of the car ahead and in specific zones, the new active aero system can be activated by any driver at predetermined points on the circuit (straights of a minimum length) regardless of their position relative to other cars. The second mode, known as Corner Mode, has the front and rear wing flaps in the normal (high downforce) position for better cornering speed.
While DRS was primarily an overtaking aid, the new active aero system is primarily designed to help conserve energy, as reducing drag on straights is essential for efficient energy use with 2026 power units that will rely much more on electrical energy. Overtaking, the primary purpose of DRS, will from 2026 be assisted in a different way.
Overtake Mode
From 2026 onward, the chief overtaking assist will come from an additional electrical energy via the new Overtake Mode. When drivers are within a second of the car in front at activation points, they will be able to deploy additional power energy to try to pass, with an extra +0.5MJ of extra energy available. The chances of an overtake occurring will also be increased by the leading car's energy deployment tapering off after 290km/h, while the car behind can use the override for a full 350kW up to 337km/h. The speed differential should help make passing moves possible.
As Mercedes' Deputy Technical Director, Simone Resta, says, racing in 2026 will be "unpredictable".
"It's going to be quite different, especially in racing rather than in quali," he explains. "We are all used to a certain format with the DRS that helps with overtaking and is used in defined areas and with certain gaps, but next year, every driver will be running moveable front and rear wings together, at many points in the lap, and they will be using the energy to help overtaking. It's going to be different and potentially quite more unpredictable in the way that the drivers will use the energy to overtake."
Andy Stevenson, Sporting Director at Aston Martin concurs, adding: "A lot of work has been done so that we can create these cars that will give us much closer racing. And that's what we're all aiming for. Yes, we have close grids but I think we can improve the racing and make it better. And when you see what technologies that we're bringing to Formula 1 for next year, I'm really excited."
Power Arrangers
It's not just the chassis that is changing for 2026, the cars also get new power units. Still centred around a 1.6-litre hybrid powerplant, the redesigned PU builds on the world's most efficient engines with a remarkable 300% increase in battery power and even split between Internal Combustion and Electric power. While the MGU-H has been removed and the power derived from the ICE element of the PU drops from 550-560kw to 400kw, the battery element increases from 120kw to 350kw.
New rules, new manufacturers and teams
Originally approved by the World Motor Sport Council in August 2022 the new power unit regulations, which accented cost reduction, simplification and financial sustainability in order to make it possible and attractive for newcomers to join the sport at a competitive level, have resulted in a 2026 championship featuring five power unit manufacturers. Alongside regular suppliers Mercedes and Ferrari, Audi enter for the first time, Honda fully return to the sport with Aston Martin after exiting in 2021 and Ford join the grid in support of the new Red Bull Powertrains concern that will build PUs for Red Bull Racing and Racing Bulls.
The regulations have also led to the arrival of a new Constructor in the shape of Cadillac. At the season- opening Melbourne Grand Prix, GM's premium brand will become the sport's first wholly new entrant since Haas in 2016. The arrival marks the culmination of more than two years of intense, but ultimately successful work for the FIA towards expanding the grid.
For its first seasons in F1, Cadillac will use Ferrari power units but in April of 2025 the FIA officially approved GM Performance Power Units LLC., a company formed by TWG Motorsports and General Motors to build powertrains for the Cadillac Formula 1 Team, as a power unit supplier for the FIA Formula One World Championship starting in 2029.
Sustainable Racing
The increase in electrical energy is just one element of a major FIA move towards a more sustainable Formula 1 and from 2026 all F1 cars will use advanced sustainable fuels.
The FIA has mandated the use of sustainable fuel derived from 'Advanced Sustainable Components' (ASCs), ensuring they are sourced from non-food biomass, renewable feedstock of non-biological origin or municipal waste, and meet stringent greenhouse gas emissions thresholds.
To ensure compliance with these stringent standards, the FIA has collaborated with Zemo Partnership, an independent provider of assurance services, to develop the Sustainable Racing Fuel Assurance Scheme (SRFAS). This scheme employs a robust third-party verification process to guarantee that all Formula 1 racing fuel meets the FIA's criteria for blended fuel composition and the sustainability of its advanced sustainable components (ASCs).
To do this, the SRFAS will employ a rigorous verification process focused on tracing the origin and movement of each ASC throughout the supply chain to ensure compliance with the FIA's stringent criteria, analysis of the blended racing fuel to verify the accurate composition and traceability of ASCs and emissions performance to ensure fuels meet FIA sustainability targets.
Even Safer Racing
The 2026 regulations are not just about improved racing – the FIA's ceaseless mission to continually raise safety levels will also lead to 2026 cars being safer and more secure than ever. Revised front impact structure and increased side intrusion protection will further protect drivers in the event of an impact, while roll hoop loads have been increased from 16G to 20G. Test loads increased from 141kN to 167kN. Rear wing endplate lights will be homologated and lateral safety lights to be introduced to identify ERS status.
Finishing Lines
The 2026 regulations began development with the publication of the PU rules in 2022. Since then, new Technical, Sporting and Financial Regulations have been drafted, reviewed, refined and approved to create a comprehensive new suite of clearer and more consistent rules for F1 to take into the future.
Along with last tweaks to other sections of the regulations, the final element of that suite, the creation of a new Section A, was approved at the December 2025 meeting of the World Motor Sport Council. With the new approved Regulations, the new structure of the 2026 Formula 1 Regulations has finally been completed. The Regulations are now split in six sections: Section A: General
Regulatory Provisions; Section B: Sporting Regulations; Section C: Technical Regulations; Section D: Financial Regulations (for F1 Teams); Section E: Financial Regulations (for PU Manufacturers), and
Section F: Operational Regulations.
Section A constitutes a 'General' section creating consistency between all other sections and to avoid duplications or contradictions. It adopts a more rigorous legal framework, previously introduced with the Financial Regulations.
After three years of intense work in collaboration with Formula 1 and the sport's 11 teams – and with the final rules section now in place – the FIA Formula One World Championship is set for a thrilling future.
https://www.fia.com/news/f1s-new-era-everything-you-need-know-about-how-fia-making-formula-1-more-competitive-more
#3
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por McHouserphy - Ene 11, 2026, 03:45 PMCita de: llumia en Ene 11, 2026, 04:50 AM
Ya, pero es que resulta evidente que nadie va a enseñar absolutamente nada que pueda dar la más mínima pista a los demás, ni de sus posibles fortalezas, y menos aún de sus debilidades.
Los vehículos que veamos rodar serán de temporadas previas "adaptados" para probar las cosas sobre las que decidir. Cierto es que habrá cosas como las suspensiones, que se probarán con las que se hayan diseñado (push/pull), pero eso son detalles "menores", como que se espera que vuelvan los cañones de aire en la base de los pontones (para potenciar la carga aero, que se ha reducido), o la presencia de las aletas de tiburón (por lo mismo de antes), pero eso no "da tiempo"
(digamos que... "solo lo ahorra") 
#4
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por McHouserphy - Ene 11, 2026, 03:28 PM
#5
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por llumia - Ene 11, 2026, 07:05 AMLos autos de la Scuderia Ferrari, serán bautizados como SF-26:
https://www.f1technical.net/news/28133
https://www.f1technical.net/news/28133
#6
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por llumia - Ene 11, 2026, 07:03 AMEn f1technical.net, ya se atreven a indicar algunas novedades de la R26:
https://www.f1technical.net/news/28135?sid=771fd5f6f3e8e420e8ee0b5f93a7ec06
https://www.f1technical.net/news/28135?sid=771fd5f6f3e8e420e8ee0b5f93a7ec06
#7
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por llumia - Ene 11, 2026, 04:50 AM Pues mira que tengo espectativas de conocer algo el 20 del presente mes, que será cuando el fabricante japonés Honda, lleve a cabo un "sarao", para presentar la nueva Unidad Motriz. #8
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por McHouserphy - Ene 10, 2026, 03:23 PMY no te confundes, porque el parecido con la realidad, de todo lo que veamos desde ahora hasta el 18 de febrero, será por pura casualidad. 
(a excepción de los colores)
(a excepción de los colores) #9
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por llumia - Ene 10, 2026, 05:31 AMPensaba que sería dentro de un mes la primera toma de contacto de la R26
#10
TEMPORADA AÑO 2026 / Re: Temporada F1 2026 🏎
Último mensaje por McHouserphy - Ene 09, 2026, 11:01 PMYampezamos... 
No he podido resistirme a puntualizar los grandes avances vistos en tan innovador di seño, con mis disculpas para con el autor y MotorSport , pero es que... 
No he podido resistirme a puntualizar los grandes avances vistos en tan innovador di seño, con mis disculpas para con el autor y MotorSport
, pero es que...