Racing
© Spencer
The Hungarian Grand Prix became one of the few weekends in 2026 that felt like Formula 1 as it should be, with the Hungaroring’s braking-heavy, energy-rich layout allowing more natural racing in a season otherwise dominated by clipping, super-clipping and energy management compromises.
That stood out precisely because Budapest has so often been associated with difficult overtaking. This time, the combination of the 2026 chassis rules and the circuit layout gave drivers more freedom to race properly. The cars are slightly smaller and lighter than those from the ground-effect era, downforce has been reduced, and the effect of dirty air has also been cut back, all of which helped turn a traditionally awkward venue into a much better fit for the current package.
The result was a race in which overtaking was possible but not too easy. Drivers could build moves into Turn 1 and finish them under braking, instead of relying on the kind of straight-line energy deployment swings that have shaped too many races elsewhere this season. Strategic variation added to that balance, with one-stop, two-stop and three-stop races all appearing on Sunday.
Haas driver Esteban Ocon said after the race that the difference was obvious from the cockpit. “It was nice. This side of things, being able to choose a little more freely what gears we use and the driving style we want, is so much better. It reminds me a bit of the old times. I had a smile on my face from start to finish of the weekend, so that’s cool.”
That was a sharp contrast with the broader 2026 picture. Much of the season has been defined by power-unit limitations, with drivers forced to think about harvesting and deployment through some of the fastest corners on the calendar. Reports from earlier races pointed to major speed loss in places such as Suzuka’s 130R, while Spa and Silverstone were cited as examples of once-loved circuits that have become harder and less enjoyable to drive than stop-start tracks such as Hungary.
Red Bull driver Isack Hadjar said Hungary felt like “classic racing” again, but also made clear that this was an exception created by the track’s characteristics rather than proof that the wider problem has been solved. “It feels good to reach top speed at the end of the straight, back to classic racing,” Hadjar said after the Budapest race. “It’s a bit sad that the good tracks are now classified as high-energy tracks. This is how we rate tracks now.” He added: “Spa is one of the best tracks, but it was one of the worst to drive.”
That leaves Hungary as both a positive example and a warning. On circuits with enough braking zones and short enough straights to keep the battery state under control, the 2026 cars can produce close, varied and recognizably driver-led racing. But on more energy-hungry tracks, the current power-unit rules still distort the way Formula 1 is driven, which is why tweaks aimed at reducing super-clipping have already been made and further changes are planned for 2027 and 2028.