The flip side of the new F1

The new generation of Formula 1 cars has made a strong first impression, with drivers reporting surprisingly positive feedback after their first laps in Barcelona.

There had been plenty of uncertainty heading into testing—especially with the expanded role of the electric power unit and the significant loss of aerodynamic downforce. In fact, many drivers stepped out of the simulator feeling far from confident. But once they got behind the wheel of the real cars at Montmeló, the tone shifted. Still, several comments suggest that battery management and tire preservation will be even more crucial than in previous seasons.

The 2026 F1 cars generate less downforce due to the removal of ground‑effect aerodynamics, meaning the rear tires must handle enormous power when exiting corners.

“Smaller tires, more power, degradation might be higher, especially for the rear tires,” said Mercedes driver Kimi Antonelli, who seemed pleased with the W17. “The car feels good. In the simulator, before driving it, the feeling was very different. The real car is much better than we expected.”

Lift‑and‑coast… even in qualifying

One detail that doesn’t sound quite as encouraging is the possibility that drivers may need to downshift on straights or use lift‑and‑coast—lifting off the throttle before braking—to regenerate battery power even during qualifying laps. That technique has long been used in races to protect tires, but not during all‑out performance runs.

“We have much more electric power now. The acceleration is really strong up to about 350 km/h (217 mph). It’s important that the power lasts the whole straight. In Barcelona, the deployment lasted the entire lap, but maybe in Monza it’ll be different. We might need to do lift‑and‑coast in qualifying, when normally you want to push to the limit,” Antonelli explained.

George Russell added another wrinkle: “Sometimes you have to downshift on a straight, going uphill, just to raise the revs even with your foot flat. Because the engine starts recharging.”

The ‘boost’ button is “extremely strong”

The new overtake mode is designed to mimic the effect of DRS. But the “boost” button—which unleashes the full electric output and pushes total power close to 1,000 horsepower—creates massive speed differences, Antonelli warned. “In Barcelona, the boost was extremely strong. It’ll vary depending on the track, and you have to keep that in mind before overtaking. If the speed difference is that big, you need to be more careful with closing speeds.”

Despite the challenges, the early verdict is largely positive. “It’s still F1—it’s a race car, and you’re pushing to the limit,” Russell said.

Antonelli agreed: “The car is fun. Even if it’s a bit slower than last year, you don’t really feel it. You notice it in fast corners because of the reduced downforce, and that will be hard to match, but development will be huge throughout the year. It’s lighter, more agile in direction changes, and we don’t have porpoising anymore, so we can run the car lower and play with ride heights. Last year you had to lower it as much as possible without bouncing, but now we have more tools to work with.”

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