As the start of the 2026 Formula 1 season approaches, the paddock is immersed in forecasts and speculation. With the aerodynamic discussion largely addressed, attention has now shifted almost entirely to electrical energy management, which is significantly more important this year than in the past.
F1 – Will battery recharge from braking be enough?
The new generation of Formula 1 cars will have to follow a very clear principle: efficiency. Races will increasingly be decided by meticulous and almost obsessive control of electrical power, a factor that has never been as critical as it is in 2026. The removal of the MGU-H, which previously exploited exhaust gases to maximise turbocharger efficiency, dramatically reduces recharge opportunities, limiting energy recovery almost exclusively to braking phases.
The new cars will also run with lower downforce compared to ground-effect machines. Combined with a 10% reduction in tyre footprint, this will increase braking distances. This is not just a battery-recharging issue, but one related to the forces involved, which will be lower overall. Braking zones therefore become decisive: with 4 MJ of deployable energy available per charge-discharge cycle, understanding how to manage the 8.5 MJ recoverable per lap will be absolutely crucial.
The problem arises precisely here. On most circuits, braking zones alone will not be sufficient to guarantee adequate battery replenishment. The energy generated during deceleration will be limited, especially because as the car slows down, the amount of recoverable energy decreases accordingly.
One potential solution lies in lift and coast. By lifting off the throttle significantly earlier than the braking point, once the throttle butterfly is closed, the MGU-K—connected to the power unit and differential—can slow the crankshaft and recover energy. Naturally, however, it is impossible to exploit the full kinetic energy of the car, particularly when accounting for conversion losses.
The engineers’ objective is to ensure that deceleration occurs primarily through the MGU-K rather than aerodynamic drag. In this respect, the work carried out by the FIA on active aerodynamics is extremely important. A 55% reduction in drag will enable more efficient energy recovery, even if, at least on paper, it may still not be sufficient on its own.
Everything will therefore depend on engine braking behaviour. Connected to the MGU-K, it will play a fundamental role in energy recovery. More efficient recharging will make the difference, and any team that starts the season with an advantage in this area could enjoy a measurable lap-time benefit. Given the difficulty of energy recovery and the importance of every single joule, managing all race situations correctly—traffic, tyre conditions, neutralisations—will be vital.
F1 – Will partial-throttle harvesting help the recharge phase?
Another possible solution is partial-throttle harvesting. This recovery mode would allow electrical energy to be generated through the V6 internal combustion engine even during cornering phases, when the driver is not demanding full power.
In partial-throttle situations, the engine could effectively act as a generator, transferring unused power to the MGU-K. The driver would not feel additional torque, as it would be diverted to the motor-generator unit. However, the use of the internal combustion engine as a generator would be strictly limited to partial-throttle phases; it will not be possible under any circumstances to exploit full engine power for this purpose. Once again, the management of anti-squat and rear-end snap becomes critically important, forcing both drivers and engineers to apply extreme precision in this area.
Even so, this may still not be enough. A controversial example is the main straight in Baku. The Azerbaijani circuit features an exceptionally long straight, resulting in almost 15 seconds at full throttle. Considering that the 4 MJ supplied by the battery can be deployed for roughly 11 seconds, the scenario discussed at the end of 2025 returns: will cars be forced to upshift while still on the straight?
This would make even more sense in Baku. The main straight is separated from the following one by only two corners, meaning that every joule of energy becomes critical. While it is true that the circuit also features heavy braking zones that could partially mitigate the issue, the question remains open elsewhere. Ultra-fast tracks such as Jeddah or Lusail, characterised by long sections taken at speeds above 250 km/h, will require highly specialised energy management strategies.
A new way of watching races will be required. No longer will performance depend solely on tyre management, but instead on the precise control of available energy. If managing power during the race is already complex, understanding when and how to deploy Boost and Overtaking modes will be even more intricate—and potentially decisive.
Tyre management will have a reduced impact on race phases when considering the weight reduction of the cars and the lower amount of fuel allowed at the start of the race. The cars will be 30 kg lighter, a consequence of the 3000 MJ/h energy limit. Fuel density will of course play a role, but partial-throttle harvesting could prove decisive in determining starting fuel loads and overall car weight.
An advantage in electrical energy management could therefore be decisive over the long term. Ensuring an efficient battery pack across the numerous charge-discharge cycles it must endure will be vital from a reliability perspective. For this reason, extracting maximum efficiency from the internal combustion engine as early as possible will be crucial, even though any disadvantage in this area may be easier to recover thanks to the support provided by the ADUO.
According to reports, Mercedes does not concern its rivals so much due to compression ratio, but rather because of an apparent superiority in electrical efficiency. This would explain Red Bull’s change in stance, seemingly caught off guard by the Brackley team during the Barcelona Shakedown. Toto Wolff himself spoke of a “different management” approach from Ferrari and Red Bull, though not necessarily better or worse. Reading between the lines, combined with the confidence shown by drivers and engineers, the direction taken in the factory becomes clear.
In conclusion, much will be decided by software management. Engine mappings will determine when and how energy is saved passively, adapting continuously to race situations. Managing engine revs correctly will be essential, particularly with the possible return of turbo lag, which would demand a stronger ERS contribution during acceleration. Short-shifting will play a role similar to lift and coast, making it vital to keep the V6 within its optimal efficiency window and reduce reliance on electrical assistance.
All eyes now turn to Sakhir, where the first test session will provide the initial answers.
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