Racing
© Jonathan Borba
Formula 1 is preparing a definitive plan to cut downforce for 2027 after the FIA concluded the 2026 cars are carrying more aerodynamic load than expected, a shift that has hurt braking energy recovery and increased concern about tyre loads and other safety risks.
The issue has become central to the FIA’s response to the first season under the new rules because the cars are proving quicker in corners than it predicted. Nikolas Tombazis, FIA single-seater director, told The Race that the extra performance has made the energy-management picture harder than expected. “One of the reasons why it didn't work perfectly from the beginning is that the cars are a bit faster than we expected,” Tombazis said. He added that “the teams have found a little more downforce than what we were expecting, and therefore the energy recovered under braking is slightly lower than it would normally be. So we therefore have a slightly bigger challenge than what we would have liked.”
The FIA is now expected to take a set of options to Formula 1’s Technical Advisory Committee, with changes aimed at key aerodynamic areas including the front wing, the floor and the structures at the front of the sidepods. Three levels are under discussion, targeting reductions of roughly 20, 30 or 50 downforce points depending on how aggressive the bodywork changes are.
The logic is straightforward in racing terms. If the cars are slower in corners, they should recover more energy under braking, easing one of the biggest compromises created by the current package. Lower downforce would also reduce the loads being put through the tyres, which the FIA sees as an important safeguard as teams continue to find performance and push the cars beyond the levels originally anticipated.
That safety argument matters because it gives the governing body more room to act. Normal technical rule changes would still need team backing through the governance process, but the regulations state that “Any changes made by the FIA for safety reasons may come into effect without notice or delay.” If tyre loads or related risks are judged serious enough, the FIA has a route to move without waiting for the usual process to play out.
Tombazis made clear the FIA is not backing away from the 2026 aerodynamic concept itself. He said the concern is the absolute downforce level, not the way the cars behave in traffic. “We do have an option to reduce the downforce a bit in order to make sure it doesn't just continue developing over the cycle,” he said. He added that “Overall, from an aerodynamic point of view, I think the rules are working quite well, meaning that the following is quite good,” pointing to evidence that cars can still run close together even in low-grip conditions.
Another safety-led change is also being examined for 2027 in the front-floor area known as the bib. Early FIA analysis found that this section extends a long way forward on the current cars, creating concern that in a launch-type accident one car could ride over another and the bib could enter the gap around the halo and strike the driver. Shrinking that area would address a direct safety concern while also trimming some aerodynamic performance.
That leaves aero reduction as the realistic near-term fix. The FIA does not view major power-unit hardware changes, such as increasing fuel flow, as a practical answer before 2028 because of the development time involved and the possible need for larger fuel tanks and chassis changes. With that route effectively closed for next year, the pressure is now on the FIA and teams to decide how much downforce Formula 1 is willing to give away in 2027 to keep the cars in the right performance window.