Repco is gearing up to deliver a variety of engaging activities and on-track excitement to fans at the 2026 Adelaide Motorsport Festival in Victoria Park from February 28–March 1.

Now into its third year as the naming rights partner of the Adelaide Motorsport Festival, Repco is ensuring that fans at the event will be well catered for, with both unique off-track and on-track activations.

The world-famous Repco-Brabham BT19 Formula 1 car will be among the stars of the event and will be driven by David and Sam Brabham.

This year marks the 60th anniversary of the car that powered Sir Jack Brabham to victory in the 1966 Formula 1 Drivers’ and Constructors’ World Championships.

It remains the first and only time the championship-winning driver secured the title in a car of their own construction – a feat unlikely to ever be repeated. 

The car will be driven on track over the weekend and will also be on display for fans to inspect up close.

Australian-designed, the Repco-Brabham BT19 was built with the engineering talents of famed designer Ron Tauranac and Brabham himself. Repco designed, developed and produced its 3.0-litre V8 F1 engine in Melbourne, giving it the power necessary to become a groundbreaking machine.  

David and Sam Brabham, son and grandson of Sir Jack Brabham, will be central to the event’s celebrations, featuring in the Grand Marquee for a public Q&A session.

“Both Sam and I very much look forward to joining Repco at the Adelaide Motorsport Festival to celebrate one of Australia’s greatest sporting and engineering achievements. To drive the 1966 World Championship-winning Repco-Brabham BT19 around the AMF track will be a special moment for the family, especially this being Jack’s centenary year. 

“We look forward to meeting the fans and sharing this special 60th celebration with them”. – David Brabham.

Repco is also bringing back its popular Circuit Safari where sports and racing cars will venture onto the track alongside Repco’s Circuit Safari buses, which will be loaded with selected guests and competition winners. 

It’s the closest fans can get to the event’s racing rarities, and with the enjoyment of a tour guide!

A new initiative for the 2026 Repco Adelaide Motorsport Festival is the Repco Beer Garden and Fan Zone.  

This is an open-air trackside space in the centre of the event with views across over half of the circuit. Tickets to the Repco Beer Garden are sold out for Saturday, with limited tickets remaining for Sunday.

The Fanzone, which can be accessed by all patrons with a general admission ticket, offers plenty of fun activities and giveaways.

The 2026 Repco Adelaide Motorsport Festival takes place at Victoria Park across the weekend of Saturday February 28 and Sunday March 1.

Yes, F1 cars can drift due to their immense power, but they are designed not to because drifting slows them down, destroys tyres, and is inefficient for racing; however, drivers exhibit incredible car control, sometimes resulting in momentary, unintentional oversteer or deliberate drifts during demonstrations for spectacle, not speed.  

Why F1 Cars Don’t Normally Drift:

• Aerodynamics & Grip: Modern F1 cars use massive downforce and wide tires to generate extreme grip, keeping them glued to the track, making controlled drifting difficult and counterproductive. 
• Time Loss: Drifting involves significant tyre slip, which drastically reduces forward momentum, making it much slower than taking a corner with maximum grip. 
• Tyre Wear & Heat: The friction from sliding rapidly overheats and wears out the specialised tyres, which are crucial for race strategy.

When You Might See F1 Cars Drift (or Slip):

• Demonstrations: Drivers like Max Verstappen have learned to drift for fun or promotional events, showcasing their skill outside of racing. 
• Unintentional Oversteer: A slight loss of control at high speeds, often the start of a spin or slide.
• Low Grip Conditions: In very wet or unusual conditions, F1 cars can lose grip and slide, sometimes resembling drifting, but this is still not ideal. 

While we often see Fernando Alonso sliding his car through corners, and every F1 driver has the talent and ability to catch their car if the back end slips out, purposely drifting is not a desirable driving technique in the world of Formula 1 racing, where every millisecond counts.

In this article, we will delve deeper into the world of F1 drifting to understand why it is so rare and what makes it so challenging…

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Is it possible to drift in a Formula 1 car?

Drifting is a driving technique that involves intentionally oversteering and losing traction in the rear wheels, causing the car to slide sideways. While this is a popular and exciting driving style in many motorsports, it is not something you will often see in Formula 1 (F1) racing. This is because the cars used in F1 are engineered to be as fast and efficient as possible, with maximum grip and stability being a top priority.

So, is it possible to drift in a F1 car? The answer is yes, technically it is possible. However, drifting is not a desirable driving technique in F1 as it equates to a loss of speed and acceleration and can cause damage to the tires. Additionally, F1 cars are designed to be as safe as possible, and drifting can increase the risk of accidents and incidents on the track.

Furthermore, drifting in F1 races is not allowed. The rules and regulations of the sport dictate that drivers must maintain control of their car at all times, and any loss of control that results in a dangerous situation can result in penalties or disqualification. This means that even if a driver were able to induce a drift, they would not be able to continue racing in that manner.

So while it is technically possible to drift in a F1 car, it is not a desirable driving technique in the sport. The cars are engineered to have maximum grip and stability, and drifting can result in a loss of speed and acceleration, damage to the tires, and increased risk of accidents and incidents. The rules and regulations of the sport also prohibit drifting, making it a non-factor in F1 races.

Is it hard to drift an F1 car?

Drifting is a driving technique that involves intentionally oversteering and losing traction in the rear wheels, causing the car to slide sideways. In many motorsports, drifting is a popular and exciting driving style, but it is not something that is commonly seen in Formula 1 (F1) racing. This is because the cars used in F1 are engineered to be as fast and efficient as possible, with maximum grip and stability being a top priority.

The Design of F1 Cars

One reason that drifting is difficult in F1 cars is the design of the vehicles themselves. F1 cars have extremely low weight, high levels of downforce, and advanced aerodynamics, all of which contribute to maximum grip and stability on the track. This design means that the cars are less likely to slide or lose traction, making it more difficult to induce a drift.

The Speed and Power of F1 Cars

Another factor that makes drifting difficult in F1 cars is the high speed and power of the vehicles. F1 cars are capable of reaching speeds in excess of 300 km/h and have incredibly powerful engines that generate over 1,000 horsepower. This speed and power make it more challenging for drivers to control the car, especially when attempting to drift.

The Circuit Design and Layout

The F1 circuit design and layout are other factors that make drifting difficult in F1. F1 tracks are designed to be fast and flowing, with high-speed straights and tight corners. This type of circuit layout does not provide many opportunities for drifting, as the cars need to maintain maximum grip and stability in order to be as fast as possible.

So while it is technically possible to drift in a F1 car, it is not an easy task. The design of the cars, the speed and power, and the circuit design and layout all contribute to the difficulty of inducing a drift. Additionally, drifting is not a desirable driving technique in F1 racing, as it equates to a loss of speed and acceleration and can cause damage to the tires. The rules and regulations of the sport also prohibit drifting, making it a non-factor in F1 races.

Why don’t F1 cars skid?

Skidding is a driving technique in which the driver loses control of their vehicle, causing the wheels to spin and slide out of line. Unlike drifting, which is an intentional loss of traction, skidding is typically an unintentional result of poor driving technique or vehicle failure. In Formula 1 (F1) racing, skidding is rare due to the advanced design and technology of the cars used in the sport.

The Design

F1 cars are engineered to have maximum grip and stability on the track, with low weight, high levels of downforce, and advanced aerodynamics. These design features help to prevent skidding and maintain stability, even at high speeds. Additionally, F1 cars are equipped with advanced traction control systems that help to maintain control of the wheels, even in challenging conditions.

The Tires

The tires used in F1 racing are also designed to provide maximum grip and stability. These tires are made of special compounds that provide excellent traction and prevent the wheels from slipping, even under the high loads and intense forces generated by the fast and powerful F1 cars. Additionally, the tires are designed to provide maximum stability and predictability, making it easier for drivers to control the car and avoid skidding.

Skidding is rare in F1 racing due to the advanced design and technology of the cars, the specialized tires, and the circuit design and layout. The combination of these factors provides maximum grip and stability, making it easier for drivers to control their cars and avoid skidding. Additionally, skidding is not a desirable driving technique in F1, as it equates to a loss of speed and acceleration and can increase the risk of accidents and incidents on the track.

How does F1 drifting work?

Drifting is a driving technique that involves intentionally losing traction in the rear wheels and causing the car to slide sideways. While drifting is often associated with high-performance sports cars and street racing, it can also occur in Formula 1 (F1) racing. In F1, drifting is a rare occurrence due to the advanced design and technology of the cars, but it is still possible under certain conditions.

The Physics of Drifting

Drifting in an F1 car involves shifting the car’s weight and balance to the rear wheels, causing them to lose traction and spin while the front wheels remain in control. This requires precise driving techniques and a high level of car control, as well as the right set of driving conditions, such as wet or slippery track surfaces.

The Conditions for Drifting

Drifting in F1 typically occurs on wet or slippery track surfaces, when the tires are unable to grip the track and maintain traction. In these conditions, drivers can intentionally cause the rear wheels to spin and slide out of line, allowing the car to drift through corners and maintain speed. However, drifting on a dry track is much more difficult, as the tires have a higher level of grip and are less likely to lose traction.

The Risks and Consequences of Drifting

While drifting can provide a temporary advantage in wet conditions, it is not a desirable driving technique in F1 racing. Drifting equates to a loss of speed and acceleration, as well as increased tire wear and potential damage to the car. Additionally, drifting can be dangerous and increase the risk of accidents and incidents on the track, as the car is less stable and more prone to spinning out of control.

Can Formula 1 Cars Drift? – Key Takeaways

In conclusion, Formula 1 cars can drift, but it is not a common occurrence in the sport. While it is possible to drift in an F1 car, there are several factors that make it less desirable, including:

• Decreased speed and acceleration
• Increased tire wear and potential damage to the car
• Increased risk of accidents and incidents on the track

Despite these challenges, it is possible to drift in an F1 car under specific conditions, such as wet or slippery track surfaces, and with the right driving techniques and car control.

Key Takeaways

• Formula 1 cars are capable of drifting.
• Drifting is not a common occurrence in the sport due to the design and technology of the cars.
• Drifting is possible under specific conditions, such as wet or slippery track surfaces.
• Drifting is less desirable in F1 due to decreased speed and acceleration, increased tire wear, and increased risk of accidents.

Can Formula 1 Cars Drift? – FAQs

No, modern Formula 1 cars do not have traction control; it was banned in 2008 to increase driver skill and make racing more challenging, making drivers rely on their own inputs to manage wheelspin, although some limited electronic torque mapping still exists. Drivers must manage power delivery manually to prevent the tyres from spinning, which is a significant challenge in powerful cars like F1 machines, a key aspect of their immense speed and control.

Why traction control was banned in F1:

• Increased Difficulty: The FIA removed traction control (and other aids like ABS) to put more control back in the hands of the drivers, rewarding skill and precision.
• More Excitement: The loss of these aids leads to more spectacular slides and better racing for fans.

What drivers use instead:

• Torque Mapping: While not full traction control, the cars use sophisticated computer systems to manage engine power delivery and hybrid energy deployment, allowing drivers to fine-tune power to the wheels.
• Driver Skill: Drivers use precise throttle control, early upshifts, and careful input to manage wheelspin, especially on corner exits, a technique visible in onboard telemetry.

In the past, F1 cars were equipped with traction control, but it was banned for a period of time. Previously, ABS (anti-lock braking system) was also allowed in F1, but it was banned by the FIA in 1993. This has resulted in a situation where F1 cars do not have ABS or traction control, creating unique challenges for drivers. The regulation of traction control in F1 is a hotly debated topic, with arguments for and against its use in the sport.

Overall, the presence of traction control in F1 cars is a complex issue that involves the balance between technology and human skill. The answer to the question “do F1 cars have traction control?” is a bit nuanced, and the history and regulations surrounding this topic make for an interesting and ongoing conversation…

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Did F1 cars have traction control?

The use of traction control in Formula One (F1) racing has been a topic of debate and controversy for many years. Traction control is an electronic system that helps drivers maintain control of their cars by limiting wheelspin and improving acceleration. It does this by automatically reducing engine power or applying the brakes when it detects wheelspin. In the past, traction control was widely used in F1 racing, and was considered a valuable tool for drivers, as it helped improve acceleration and maintain control of the car, especially during high-speed turns.

However, the use of traction control in F1 racing has since been banned, and all F1 cars must comply with the regulations that prohibit its use in the sport. The ban on traction control was implemented in 1993 and has been in place for several years, making it a defining moment in the history of F1 racing.

The ban on traction control was aimed at reducing the role of technology in the sport and placing greater emphasis on driver skill and car design. The absence of traction control has led to a greater emphasis on driver skill and car design, as drivers must rely on their own abilities to control their cars, rather than relying on technology.

The ban on traction control remains in place today, and all F1 cars must comply with the regulations that prohibit its use in the sport. The absence of traction control has had a significant impact on the performance of F1 cars and has placed greater emphasis on driver skill and car design.

When did F1 stop using traction control?

F1 stopped using traction control in 1993. In the past, traction control was widely used in Formula One (F1) racing and was considered a valuable tool for drivers. However, the use of traction control in F1 racing is now banned, and all F1 cars must comply with the regulations that prohibit its use in the sport.

The ban on traction control was implemented in 1993 and has been in place ever since. This ban was a defining moment in the history of F1 racing and was aimed at reducing the role of technology in the sport and placing greater emphasis on driver skill and car design. Since the ban, drivers must rely on their own abilities to control their cars, rather than relying on technology.

The decision to ban traction control was not made lightly, and was the result of many years of debate and discussion among F1 officials, teams, and drivers. The ban was seen as necessary in order to maintain the integrity of the sport and ensure that it remained focused on driver skill and car design.

Do F1 cars have ABS or traction control?

F1 cars are not equipped with either ABS (Anti-lock Braking System) or traction control.

The use of ABS and traction control in F1 racing was banned in 1993, and all F1 cars must comply with the regulations that prohibit their use in the sport. The ban was aimed at reducing the role of technology in the sport and placing greater emphasis on driver skill and car design.

Since the ban, drivers must rely on their own abilities to control their cars, rather than relying on technology. This has led to a greater emphasis on driver skill and car design, as drivers must use their own abilities to maintain control of the car during high-speed turns and other challenging driving conditions.

In addition to the ban on ABS and traction control, other forms of driver assistance technology, such as launch control and fully-automatic gearboxes, were also banned in F1 racing. These bans were aimed at ensuring that the sport remained a test of driver skill, rather than a test of technology.

In conclusion, F1 cars do not have ABS or traction control, as these technologies have been banned in the sport. The ban on ABS and traction control has been in place for several decades and has had a significant impact on the performance of F1 cars and the role of technology in the sport. The absence of these technologies has placed greater emphasis on driver skill and car design, and has ensured that F1 remains focused on the competition between drivers and teams.

When did F1 allow traction control?

Before the advent of traction control, F1 drivers had to rely solely on their own skills to maintain control of their cars. However, in the late 1980s and early 1990s, traction control became increasingly prevalent in the sport, as teams sought to gain an advantage over their competitors.

Despite its popularity, traction control was eventually banned in 1993, and all F1 cars must comply with the regulations that prohibit its use in the sport. The ban was aimed at reducing the role of technology in the sport and placing greater emphasis on driver skill and car design.

Since the ban, drivers must rely on their own abilities to control their cars, rather than relying on technology. This has led to a greater emphasis on driver skill and car design, as drivers must use their own abilities to maintain control of the car during high-speed turns and other challenging driving conditions.

Why is traction control banned in F1?

Traction control was once widely used in F1, but it was eventually banned in 1993 for several reasons. Firstly, the use of traction control was seen as reducing the role of driver skill in the sport and placing greater emphasis on technology. The ban was aimed at ensuring that the sport remained focused on the competition between drivers and teams, rather than on the role of technology.

Secondly, the ban on traction control was aimed at reducing the cost of competing in F1. Teams that used traction control often had an advantage over those that did not, and the ban was aimed at leveling the playing field and reducing the financial burden on smaller teams.

Finally, the ban on traction control was aimed at improving safety in the sport. Traction control can help drivers maintain control of their cars during challenging driving conditions, but it can also lead to sudden and dangerous accidents if not used correctly. The ban was aimed at reducing the risk of accidents and ensuring that F1 remains one of the safest motorsports in the world.

Traction control was banned in F1 in 1993 for several reasons, including reducing the role of technology in the sport, leveling the playing field for teams, and improving safety for drivers. Today, F1 remains one of the most challenging and competitive motorsports in the world, and the ban on traction control has ensured that the sport remains focused on the competition between drivers and teams, rather than on the role of technology.

Do F1 Cars Have Traction Control? – Key Takeaways

In conclusion, traction control was once widely used in Formula One (F1) racing, but it was eventually banned in 1993 for several reasons. The ban aimed to reduce the role of technology in the sport, level the playing field for teams, and improve safety for drivers. Today, F1 remains one of the most challenging and competitive motorsports in the world, and the ban on traction control has helped ensure that the sport remains focused on the competition between drivers and teams, rather than on the role of technology.

Key Takeaways

• Traction control was banned in F1 in 1993.
• The ban aimed to reduce the role of technology in the sport and improve safety.
• The ban aimed to level the playing field for teams and reduce the financial burden on smaller teams.
• The ban has helped ensure that the sport remains focused on the competition between drivers and teams.
• F1 remains one of the most challenging and competitive motorsports in the world.

You may also be interested in Can Formula 1 Cars Drift?

Do F1 Cars Have Traction Control? – FAQs

F1 cars need pit stops primarily to change worn-out tires to maintain high speeds, as tires cannot last a full race. While refueling is banned, stops (lasting ~2-3 seconds) are also used to adjust wing angles, fix minor damage, or strategically change compounds. 

Key Reasons for F1 Pit Stops:

• Tire Performance: Tires degrade quickly due to extreme speeds and forces. Changing to fresh tires (tyre compounds) provides significantly better grip, allowing for much faster lap times.
• Mandatory Rule: Regulations require drivers to use at least two different specifications of tires in dry races, necessitating a pit stop.
• Aerodynamic Adjustments: Mechanics can adjust the front and rear wing angles during a stop to optimize the car’s handling as fuel load decreases.
• Repairs: Pit stops allow teams to replace damaged parts, such as a broken nosecone or front wing assembly.
• Strategy: Pit stops are crucial for race strategy, allowing teams to react to competitors, changing weather conditions, or to capitalize on safety car periods. 

Modern pit stops typically last between 2 and 3 seconds, with the current world record being 1.80 seconds set by McLaren at the 2023 Qatar Grand Prix. 

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Pit stops exist because tyres are a consumable, not a detail

Tyres decide how hard a driver can push, how close they can follow, and how much risk the team is willing to take on strategy. In F1, the tyre is designed to degrade and that degradation is the sport’s main self balancing mechanism.

F1 tyres lose performance in predictable phases

Tyre performance does not fall in a straight line. A typical stint starts with a warm up phase where the compound and carcass come into their working window. It moves into a stable phase where lap time depends on fuel mass, traffic, and how clean the air is. It then reaches a point where grip falls and temperatures rise, which changes braking distances, traction on exits, and the driver’s confidence.

That last phase is where the pit stop becomes the fastest option, even though stopping costs time. A driver staying out on worn tyres will often lose more time lap to lap than the pit lane loss, so the stop becomes a net gain over a short number of laps. That is the basic logic behind the undercut.

Tyre wear is not just rubber disappearing. The surface can overheat and smear, the tread can grain, and the compound can heat cycle into a less compliant state. Each failure mode affects the contact patch in a different way, which is why teams talk about the tyre as a system rather than a part.

What the driver feels when a stint is done

• Longer braking zones and earlier lock ups
• Rear traction that breaks away sooner on throttle
• Steering that feels numb mid corner
• Higher slip that raises temperature even more

Rules force tyre changes in dry races

F1 also uses tyre rules to prevent a race from turning into a no stop procession. In a dry race, drivers must use at least two different slick compounds, which normally means at least one pit stop unless a race suspension creates an opportunity to change tyres without a standard stop. 

That rule is not a gimmick. It creates trade offs. A team can chase outright pace with a softer compound and accept earlier degradation, or it can extend a stint with a harder compound and protect track position. Those choices only matter with pit stops available as a lever.

Tyre changes reset the strategic chessboard

A pit stop is not only a tyre reset. It resets what is possible in the next phase. Fresh tyres allow later braking, higher minimum corner speed, and better traction, which means a driver can attack a car ahead or defend from a car behind with more margin.

This is why timing matters as much as the stop itself. A stop at the wrong moment can drop a car into traffic, trapping it behind slower cars and wasting the fresh tyre advantage. A stop at the right moment can create clean air, which lets the driver exploit the tyre performance immediately.

The best strategies are built around that simple idea. Fresh tyres are most valuable in clean air, and least valuable when trapped in a queue.

Pit stops exist because track position is a numbers problem

Drivers race each other on track, yet the sport is also fought on timing screens. A pit stop is a controlled time loss used to gain time back later, either through faster laps or through easier overtakes.

The undercut is a tyre temperature weapon

The undercut works when a new tyre delivers a big early lap time gain, while the car that stays out struggles on worn tyres. The key is tyre warm up. If the out lap brings the tyre into its working window fast, the undercut can be decisive.

Teams attempt this when they predict a rival will be slow to respond, or when they expect the rival’s tyres to fall off sharply near the end of a stint. The defending team has two choices, cover the stop quickly and protect position, or stay out and bet on clear air and consistent pace.

The undercut fails when the new tyre takes too long to heat, or when the car pits into traffic and cannot use the grip. It also fails at tracks where out laps are slow and tyre warm up is difficult.

The overcut is about clean air and tyre life

The overcut is the opposite approach. A driver stays out longer, aims for clean air, and relies on consistent lap times while a rival loses time warming new tyres in traffic. It works when tyres can still produce stable lap times late in the stint, and when the pit lane time loss is high.

The overcut also appears when a driver manages tyres better than expected. If a driver keeps temperatures under control and avoids sliding, the tyre retains grip longer, and the team gains flexibility on when to stop.

This is why tyre management remains a skill even with modern engineering. A driver who can extend a stint without losing pace forces rivals to commit first.

Safety car timing turns pit stops into jackpots

A safety car compresses the field and reduces lap speed, which reduces the effective time lost in the pit lane. A stop under safety car conditions can be far cheaper than a stop at full racing speed, which is why teams react instantly when a safety car is deployed.

The decision is still not automatic. Pitting can drop a driver behind cars that stay out, and track position can be hard to regain at circuits with limited overtaking. The team weighs the tyre advantage against the difficulty of passing and the remaining laps.

This is also where tyre choice becomes aggressive. A team might fit a softer compound than it would normally risk, because the safety car reduces the stint length the tyre must survive.

Pit stops exist because the car is serviced in a controlled window

F1 cars are built to be light, stiff, and fast, not forgiving. A pit stop is the safest place to fix small issues before they become race ending problems.

The stop can fix damage without retiring the car

A front wing can be adjusted or replaced after contact. A nose change can restore downforce and balance. A visor tear off can be removed. Debris blocking a brake duct can be cleared. These fixes protect lap time and reduce risk.

A driver will often ask for a specific front wing change based on understeer or oversteer balance. A small change in front wing angle can alter the car’s aero balance enough to protect the tyres and improve corner entry.

Not every repair is worth the time loss. A team chooses repairs that return more lap time than they cost, or repairs that prevent a bigger failure later.

Pit lane speed limits make the time loss predictable

The pit lane is capped by a speed limit enforced by the car’s limiter, which makes the pit loss more predictable and more comparable across strategies. Most events use 80 kilometres per hour, with some circuits set at 60 kilometres per hour for safety. 

That speed cap is why teams talk about pit lane loss as a fixed number. It is not fully fixed, entry and exit lines, braking, and driver reaction still matter, yet it is stable enough for planning.

A driver can gain or lose time on pit entry and exit through precision. Missing the marks, locking a wheel, or drifting wide on exit can waste the advantage the team planned for.

A pit stop is also a safety procedure

Teams treat the stop as a controlled hazard zone. The car stops within centimetres of its marks. The crew operates in a tight space with moving traffic in the pit lane and with a car that can launch instantly.

The release is controlled by a traffic check and by confirmation the wheels are secure. Teams use a gantry light system and human checks, because a loose wheel is one of the most dangerous failures in the sport. 

This is why the best crews are not only fast. They are repeatable. Consistency removes errors, and errors lose races.

What actually happens in a modern F1 pit stop

A pit stop looks like chaos on television. In reality it is a rehearsed sequence with strict roles, tight timing targets, and redundancy built in.

The crew roles are specialised and choreographed

A full stop can involve up to 22 people. Wheel work is divided into three roles per corner, one person operates the wheel gun, one removes the old tyre, and one fits the new tyre. There is a front jack operator and a rear jack operator to lift the car. There are stabilisers to keep the car steady while raised. There are front wing adjusters. There is a stop controller watching pit lane traffic and making the final release call, with another set of eyes watching from the side. 

This division of labour exists for one reason, speed with error control. Each person repeats one action under pressure until it becomes automatic, then the whole group ties those actions together.

The choreography also protects against rare scenarios. Crews train for nose changes, double stacks, and spare equipment swaps, because races produce awkward problems at the worst times. 

The time breakdown shows how little margin exists

The stop is won and lost in tenths. The jack up and initial wheel nut removal phase is measured in a few tenths of a second. The wheel changeover is around a second. The wheel nuts go back on in a few tenths. The car drops and the driver reacts to the green light and launches away. 

These are not marketing numbers. They describe the engineering reality. The fastest crews do not have time to recover from a mistake. A mis seated wheel, a slow gun engagement, or a hesitation on release turns a great stop into a costly one.

F1’s own pit stop breakdown reporting also shows how early wheel off timing and clean gun engagement are key markers for a top level stop. 

Practice volume is part of the performance

Fast pit stops are trained like set plays. Teams practice repeatedly at the factory and at the track to maintain timing and to build muscle memory across crew rotations. One team breakdown describes roughly 60 practice stops across a typical Grand Prix weekend, with multiple sessions spread across the event schedule. 

That volume matters because humans do not stay perfect under stress without repetition. Pit crews also rotate roles in practice so the team can cover illness, injury, and unexpected needs without a performance collapse.

The goal is not one perfect stop. The goal is a season of clean, repeatable stops under pressure.

How to watch pit stops like an engineer, not a highlight reel

If you want to read a race properly, pit stops are one of the easiest places to spot what a team believes is happening, and what it fears might happen next.

Watch the gap windows, not the raw stop time

A stop time alone does not tell you if the strategy worked. The key is the gap before the stop and the gap after the stop, with context on traffic. A three second stop can still lose track position if the car rejoins into a pack. A slower stop can still win if it creates clean air and the tyre gain is large.

A good strategy call often looks boring in the moment. The timing screen is where it shows up, lap after lap.

Watch tyre choice and stint length as a signal

Tyre choice signals intent. A harder compound suggests the team values track position and wants flexibility later. A softer compound suggests the team wants an immediate pace advantage, either to attack or to defend.

Stint length signals tyre confidence. Long stints imply the team believes degradation is manageable. Short stints imply the team expects a cliff, or it expects to use clean air pace to leapfrog rivals.

These are readable patterns once you start linking tyre choices to gaps and traffic.

Watch pit entry and pit exit discipline

Pit entry is a skill. A driver must brake hard, hit the speed limit line precisely, and avoid losing time with wheel lock or a wide line. Pit exit is also a skill, keeping the car stable on cold tyres while merging safely into traffic.

Small mistakes here are invisible in highlight clips, yet they can erase the advantage of a good call. A team that wins on strategy usually has a driver who treats pit lane like a racing sector.

Pit stops are where tyres, strategy, and human execution collide, and the teams that win titles tend to be the ones that lose the least time when the race goes off script.

F1 Pit Stop FAQs

FORMULA 1 crash tests must be passed each year before a new car is passed as fit for use. Introduced in 1985 and supervised by the FIA, these stringent evaluations are usually carried out at the Cranfield Impact Centre in Bedfordshire, England and comprise dynamic (moving) crash tests, static load tests and rollover tests.

F1 crash tests involve a series of stringent FIA-mandated dynamic (impact) and static (load) tests on the car’s survival cell, nose, roll structures, and fuel cell, simulating severe accidents to ensure driver protection, using crash test dummies and high-speed cameras to measure forces and structural integrity before the season.

How Formula 1 Crash Tests Work

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The dynamic impact tests are performed on the front, sides, and rear of the chassis, plus the steering column. The driver’s survival cell must remain undamaged throughout. The weight of the test chassis, including a crash dummy, is 780 kg. The front impact test is done at a speed of 15 metres per second (54 km/h, 33 mph), the lateral at 10 m/s (36 km/h, 22 mph) and the rear at 11 m/s (39.6 km/h, 25 mph).

The speeds may seem low, but are chosen to allow the most accurate measurement of the car’s ability to safely absorb the unwanted momentum of an accident. The limits for maximum deceleration, energy absorption and deformation are precisely defined. For example, during the frontal test the deceleration measured on the chest of the dummy may not exceed 60G (approximately 60 times body weight) within three milliseconds of the impact.

The steering column test is designed to ensure the column will collapse safely in the unlikely event of the driver’s head impacting the steering wheel. The column is fixed to the ground and an 8kg object is projected into the centre of the wheel at a speed of 7 m/s (25 km/h, 16 mph). All substantial deformation must be within the steering column; deceleration must not exceed 80 g for more than three milliseconds; and the wheel’s quick-release mechanism must function normally after the test.

In addition to the five dynamic tests, a further 13 static load tests are carried out on the chassis’ front, side and rear structures to ensure they can withstand the levels of collateral pressure required by the regulations. These tests include applying pressure to the floor below the fuel tank, to the side of the nose mount, and to the chassis’ sides at leg and seat levels. The surfaces in question may only deflect or deform within specified limits and there must be no damage to the impact structure, the survival cell or the gearbox.

The car’s rollover structure is tested in three directions – laterally with five tonnes, longitudinally with six tonnes and vertically with nine tonnes – and the level of deformation under load may not exceed 50 mm.

While their principal aim may be F1 safety, the above tests have also helped improve safety for road users, 3000 of whom die each day across the world. For example, the FIA has an active role in the Euro-NCAP road-car testing programme, while former Williams partners Allianz used the global reach of Formula One racing to alert fans to the importance of safety, both on the track and on public roads.

2026 Formula 1 Crash Test Standards

To pass the FIA’s mandatory homologation, every chassis must meet specific, non-negotiable physical tolerances. Below is the technical breakdown of the 2026 crash test standards, focusing on energy absorption, force loads, and material integrity.

1. Frontal Impact & Energy Management

The frontal crash test measures how the nose cone dissipates energy before the force reaches the driver.

• Energy Ceiling: Over the first 60kJ of energy absorption, the deceleration must not exceed 20g.
• Peak G-Force: The maximum average deceleration for the entire impact must remain below 40g.
• 2026 Update: Teams must now implement a Two-Stage Nose Design. This ensures that in a multi-car accident, the nose doesn’t detach entirely during the first hit, maintaining protection for secondary impacts.

2. Side Impact & Survival Cell (The Zylon Shield)

The side of the car is the most vulnerable point. Protection relies on “intrusion panels” and structural rigidity.

• Anti-Penetration: A 6.2mm thick Zylon panel must be bonded to the exterior of the chassis to prevent sharp objects (like another car’s nose) from piercing the cockpit.
• Push-off Test: A force of 25kN (approx. 2.5 tonnes) is applied to the cockpit rim and fuel tank sides. The structure must not deform more than 3mm.
• Chest Deceleration: During the dynamic trolley test, the dummy’s chest deceleration must not exceed 60g for more than 3ms.

3. Rear Impact Dynamics

This test simulates a car being struck from behind or reversing into a barrier.

• The Sled: A 780kg sled impacts the rear structure at 11 meters per second.
• Pass Criteria: The average deceleration of the sled must stay below 35g. There must be zero damage to the survival cell or any structure forward of the rear axle line.

4. Roll Structure (Static Load Tests)

The roll hoop must support the entire weight of the car plus the force of an inverted impact.

• 2026 Structural Buff: Following the terrifying opening-lap crash of Zhou Guanyu at the 2022 British Grand Prix, load-bearing requirements increased by 23%.
• Vertical Load: Must withstand 140kN (approx. 14 tonnes) of downward force.
• Lateral/Longitudinal: Must withstand 105kN (lateral) and 120kN (longitudinal) forces without structural failure.

5. Steering Column & Static “Squeeze” Tests

Safety is also measured through smaller components and static pressure on the chassis.

• Steering Impact: An 8kg dummy head hits the steering wheel at 7m/s. The quick-release mechanism must remain functional, and no sharp edges can be created by the break.
• Fuel Tank Floor: The floor must withstand a 12.5kN upward “squeeze” test to ensure debris cannot rupture the fuel cell from below.
• Front Bulkhead: Must withstand a lateral load of 30kN (3 tonnes) to ensure suspension mounts do not tear the chassis during high-G maneuvers.

The Role of Jackie Stewart in Advancing F1 Safety

Jackie Stewart, often celebrated for his racing prowess, played a pivotal role in revolutionizing safety standards within Formula 1. His commitment to improving driver safety stemmed from a personal crusade against the perilous conditions that were once commonplace in the sport. Stewart’s influence began in an era when the risks associated with F1 racing were accepted as the norm, and safety measures were rudimentary at best.

During his career, Stewart was profoundly affected by the loss of close friends and colleagues who died in racing incidents. These losses included some of the sport’s most promising talents, whose careers were tragically cut short. Motivated by these events, Stewart became a vocal advocate for safety, challenging the status quo that overlooked the well-being of drivers.

Stewart’s advocacy efforts focused on several key areas: the implementation of better safety equipment, the introduction of medical facilities at race tracks, and the structural changes to cars and circuits. He pressed for the use of full-face helmets, seat belts, and fire-resistant suits, which were not widely adopted at the time. His insistence on having professional medical teams and better emergency services at race tracks was revolutionary, setting new standards that significantly improved the immediate response to accidents.

One of Stewart’s most significant impacts was on the design and construction of race tracks. He campaigned for improved runoff areas and barriers that could absorb the impact of crashes more effectively. Stewart’s relentless pursuit of these changes began to reshape the entire framework of F1 racing, from car design to track safety, leading to a gradual reduction in fatal accidents.

The legacy of Jackie Stewart’s safety crusade is evident in the modern era of Formula 1, where comprehensive safety protocols are an integral part of the sport. His efforts have not only enhanced the safety of the drivers but have also contributed to the broader acceptance of the need for continuous improvement in safety standards across all motorsports. His role as a safety advocate has left an indelible mark on Formula 1, making it a safer environment for both drivers and fans alike.

Formula 1 pre-season testing is a crucial, limited on-track session where teams evaluate their new cars for the upcoming season, gathering vital data on performance, reliability, aerodynamics, and tyres to fix issues and refine designs before the first race, serving as the real-world counterpart to simulator work. Held over a few days in a warm-weather location like Bahrain, it’s the first chance for fans to see the new cars in action and for teams to gauge their true pace against rivals. 

Key Purposes of F1 Testing:

• Data Collection: Teams use specialized tools (like aero rakes, flow-vis paint) to analyze airflow and performance, validating computer simulations.
• Car Validation: To ensure new designs and components function as intended and meet regulations.
• Reliability Check: Identify and fix technical problems, preventing major issues during race weekends.
• Tyre Evaluation: Test new Pirelli tyres and understand their behavior.
• Driver Familiarisation: Drivers get valuable time in the new cars, a stark contrast to simulator training. 

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The core purpose of Formula 1 Testing: simulation versus reality

Preseason testing exists to validate what teams already believe they know. After months of CFD runs, wind tunnel sessions, rig tests, and simulator work, the first real laps expose whether the numbers match the real air, real tyres, real brake temperatures, and real vibration. 

Testing is a correlation exercise, not a race

Every modern F1 car starts the season as two cars. One is the digital model that lives inside CFD, the wind tunnel, and vehicle dynamics software. The other is the carbon and metal object that actually hits kerbs, flexes under load, and experiences gusts, ride height changes, and tyre deformation that no model captures perfectly.

Testing is where engineers try to overlay those two worlds. If a front wing concept generates the expected pressure map in simulation, the car should show the same aerodynamic signatures on track under the same conditions. When the match is close, the team trusts its tools and can develop quickly with confidence.

Correlation work shows up in the most boring looking runs. Constant speed passes, repeated laps on fixed engine modes, and long stints with no obvious “push” are often more valuable than a fast lap. The goal is repeatable data, not a headline.

The payoff is simple. Strong correlation lets a team turn upgrades into lap time with fewer surprises. Weak correlation forces the team to spend weeks chasing why the car behaves differently from the model, which slows every development decision that follows. 

What it means when correlation fails

When correlation fails, teams do not just “lose pace.” They lose direction. A team can build the wrong floor geometry, the wrong cooling layout, or the wrong suspension philosophy, then waste months fixing a problem that started with bad assumptions.

The failure often starts in specific zones. Front wheel wake, diffuser entry sensitivity, and rear wing stability under yaw can all look fine in controlled tools, then misbehave in open air. That is why teams invest so much testing time into mapping flows and pressures rather than chasing lap time early.

Poor correlation also changes how a team uses drivers. A driver can describe instability or understeer, yet the bigger issue is that the car does not respond to setup changes in a predictable way. Engineers then shift from performance work to diagnosis work, which is a slower path.

In 2026, that risk is larger. The cars change shape and concept again, with smaller dimensions and narrower tyres, plus active aerodynamics that alter downforce state between straights and corners. More moving parts means more variables to validate. 

The visual jargon: the “scaffolding” and the “paint”

Testing looks strange on purpose. The odd metal frames and fluorescent streaks are trackside instruments, used to turn invisible airflow into numbers and patterns engineers can compare to simulations. 

Aero rakes: why teams bolt fences onto a race car

An aero rake is a structured array of pressure probes, commonly pitot tube style sensors, placed in the airflow to measure the wake and off body flow structures. Engineers use it to map how air leaves the front wing, front wheel area, sidepod inlets, and rear bodywork. 

The value is spatial detail. One probe gives one pressure point. A rake gives a grid of points across a slice of airflow, which lets engineers reconstruct the shape and strength of vortices, turbulence regions, and pressure gradients. That matters when a team wants to know whether a front wing change altered the wake shape, not just whether the lap time changed.

Rakes are also a truth serum. If a simulation claims a vortex stays attached and strong, the rake data can confirm that claim or expose that it breaks down at a certain ride height or steering angle. That feedback goes straight into model updates and into how the team designs the next part.

In 2026, rake work becomes even more important around the front of the car. The regulations tighten the overall package, reduce width, and narrow tyres, so teams must control how the front wheel wake feeds the floor and diffuser. Small flow shifts there can erase downforce quickly. 

Flow vis paint: how fluorescent streaks reveal flow separation

Flow vis is fluorescent powder mixed with a light oil, often paraffin, applied to bodywork to show surface airflow direction once the car runs at speed. As the oil evaporates, the pigment pattern remains, leaving streaks that reveal how air travelled across that surface. 

The key concept is flow separation. Air prefers to stay attached to a surface as it moves, following the contour and maintaining a useful pressure gradient. When the flow stalls and separates, the air detaches, the surface stops producing the intended aerodynamic effect, and downforce drops sharply. Flow vis can show that with sudden pattern breaks, swirls, or dead zones instead of clean lines. 

Teams use flow vis for fast answers. A rake provides precise pressure data in one region. Flow vis provides a broad surface picture across a wing, engine cover, or floor edge. That helps confirm whether a new feature is guiding air cleanly into the next surface, or creating a messy separation line.

Fans often see flow vis during early runs and assume the team is hiding pace. That read is usually correct. Flow vis work is rarely paired with maximum power modes or low fuel laps, since the team wants stable, comparable conditions, not a one-lap spike.

Also Read: F1 Glossary: Your Comprehensive Guide To F1 Terms

The expanded 2026 F1 testing format

The 2026 season gets an unusual luxury: three separate tests, reflecting how major the technical changes are. A private week in Barcelona is followed by two public sessions in Bahrain. 

The private Barcelona shakedown, January 26 to 30

Barcelona gives teams a controlled environment to find problems that stop a car from running properly. The first days of a new regulation cycle often expose “gremlins” that have nothing to do with lap time, such as software faults, sensor dropouts, hydraulic leaks, cooling bottlenecks, brake-by-wire calibration, or electrical instability.

A private setting matters here. When a team is in basic fault-finding mode, it is trying different hardware and software states rapidly, sometimes in the garage for hours. That work can reveal packaging decisions, cooling concepts, and operational weaknesses that teams don’t need media or fans using to jump to conclusions.

This week also lets teams validate core installation choices. New power units bring new thermal management challenges, new energy recovery targets, and new control strategies. Teams need time to run heat cycles, check loom integrity, and confirm that the car behaves consistently across repeated starts and stops.

For fans, Barcelona matters even without public timing hype. If a team leaves Barcelona with a reliable baseline and clean data, the Bahrain sessions become true performance preparation. 

The public Bahrain sessions, February 11 to 13 and February 18 to 20

Bahrain is where teams do the work that looks more familiar to fans. Run plans shift from basic validation to aerodynamic mapping, tyre behaviour study, cooling margin checks in warmer conditions, and long stints that mimic race loads. 

The two Bahrain sessions also change how teams manage information. With a break between them, engineers can return to the factory, compare track data to simulation, then decide whether to adjust setup philosophy, rework cooling details, or change how the car uses active aero states.

The visibility also raises the games. Some teams hide fuel load, power modes, and tyre preparation, which makes timing screens misleading. The better approach is to watch behaviours, such as long run stability, consistency across tyre life, and whether the car can repeat lap times without sudden drop offs.

In 2026, active aerodynamics adds another layer. The front and rear wings shift state between straights and corners, so teams must prove that the transitions are stable, repeatable, and controllable under braking and steering load. 

Strategic run profiles: how to read the timing screen like an engineer

Testing is easiest to follow once you can label the run type. Most laps fall into a small set of patterns, each with a clear engineering purpose. 

Installation laps: the first lap is a systems audit

An installation lap is the first lap of a session or the first lap after a major change. The car often runs slowly, then returns to the garage immediately. That is not a performance lap. It is a checklist drive.

Engineers look for basic system health. Throttle response, brake pressure stability, clutch bite point, steering assist behaviour, gearbox actuation, sensor validity, radio function, and cooling trends all matter here. One failed sensor can ruin an entire day of data.

These laps also catch safety issues. A small hydraulic leak, a brake temperature spike, or a wiring fault can become a failure at speed. Installation laps reduce that risk before the car commits to a full run plan.

In a new rules era, installation work repeats more often. Teams change aero assemblies, cooling trims, and control software frequently, so each reset demands another short systems confirmation.

Aero mapping: constant speed runs that look pointless on purpose

Aero mapping runs often involve holding a fixed speed on straights, then repeating the same pattern lap after lap. The goal is clean input data. When speed, steering angle, and power mode remain steady, sensors and rakes capture comparable flow structures and pressures.

This is where a team builds confidence in its aerodynamic map. Engineers want to know how downforce and drag shift with ride height, yaw, and wing state. A single fast lap cannot isolate those variables. Constant speed runs can.

In 2026, mapping matters even more with active aero. The car has defined aero states for straights and corners, and the transition between those states must remain stable under real braking and real steering loads. Teams need data that shows not just peak downforce, but predictable downforce.

Fans can spot aero mapping by the lack of lap time intent. The driver looks smooth, the pace looks slow, and the lap times cluster tightly. That is the point.

Race simulations: long stints that reveal tyre and thermal reality

Race simulations are long stints, often fifty or more laps, run with higher fuel loads and a stable target pace. They reveal degradation patterns, cooling margin, brake wear behaviour, and balance shift as tyres lose grip.

The most telling metric is lap time delta. Watch how lap time drifts across the stint, how quickly the car stabilises after a pit stop style reset, and whether the driver can repeat a pace without sudden snaps. A car that looks quick for three laps but falls apart over twenty is not ready.

Long runs also expose energy management limits. With 2026 power units aiming for a near equal split between combustion and electrical contribution, energy recovery and deployment strategy becomes part of baseline pace, not a special trick. The car must manage battery state without destabilising corner entry or exit. 

Thermal behaviour is the hidden story. A car that keeps tyre surface temperature stable and protects the rears under traction can run longer at a competitive pace. Testing is where teams learn what the new car does to its tyres under race-like load. 

Low fuel laps: why the headline time misleads

Low fuel runs still happen, usually late in the day when the track is cooler and the car feels sharper. These laps can be useful for validating balance at the limit and checking that the car can use its softest tyres without instability.

They are also easy to misread. Power modes vary, fuel loads vary, tyre preparation varies, and track grip rises across the day. Two cars can set similar lap times with completely different intent.

A better way to read these laps is to watch the car’s behaviour. Is it calm under braking, or does it pitch and lock a front? Does it accept steering input cleanly, or does it stall and slide? Does the driver complete the lap without visible corrections? Those traits often reveal more than the timing screen.

In 2026, active aero adds another source of distortion. A team can run a straight line focused setting and gain time on the straights while sacrificing corner stability, which is not a race setup. 

The 2026 context: new regulations and new entrants change the goals

The 2026 rules reshape both the car and the competitive environment. Smaller cars, narrower tyres, and active aerodynamics shift what teams must validate in preseason work. 

Why the 2026 car concept changes what teams test

The 2026 package reduces overall car width to 1.9 metres and tightens key dimensions, pushing teams toward more compact aerodynamic solutions. Tyres are narrower, trimming both front and rear widths, which changes grip balance and wake structure. 

Active aerodynamics becomes a core system, not a side feature. Movable wing elements shift between straight and corner states, altering drag and downforce during the lap. That means testing must prove state changes remain stable, and that the car does not lose balance when the aero platform shifts. 

Power unit behaviour also changes the testing checklist. The 2026 power unit rules target a near equal split between combustion and electrical power, putting energy deployment and recovery at the centre of lap time. Testing validates battery temperature control, harvest stability under braking, and how the driver can deploy energy without compromising traction. 

All of this pushes teams toward deeper run plans. The car is not just faster or slower. It is a different system with more coupled variables, and testing is where those couplings get exposed.

Audi and Cadillac: their targets are operational, not just aerodynamic

Audi enters 2026 through the Sauber operation, transitioning into a works team with its own power unit programme. Their preseason priorities include reliability, correlation, and operational rhythm, plus the ability to execute run plans without garage chaos. 

Cadillac joins as the eleventh team, bringing a new organisation to the grid with a steep learning curve in modern F1 operations. Testing becomes a full system rehearsal, from garage processes to software workflow to pit crew sequencing. 

New teams also use testing to set benchmarks. They need reference points for tyre degradation, cooling margin, and aero stability, then compare those points to established teams. That often means prioritising consistent long runs and clean data rather than chasing headline times.

A new entrant that posts big single lap numbers but struggles to reach a full day lap target is still in trouble. In modern F1, operational readiness is performance.

Fan cheat sheet: what a good test looks like

Here is a quick way to grade a team’s test without guessing fuel loads or power modes…

Daily lap count and reliability

A high lap count is the simplest signal of a healthy programme. Modern tests reward teams that can run full schedules with minimal stoppages, building a wide dataset across tyres, setups, and aero states.

Use these markers as a practical guide:

• Strong day: around 130 laps or more with no long garage delays
• Trouble day: fewer than 50 laps, especially if the car stops on track or returns repeatedly with the engine cover off

Lap totals matter most early. A fast lap is optional. Data volume is not.

Red flags and what they often signal

A red flag can mean many things, yet repeated stoppages linked to the same car usually point to a deeper fault. Software integration issues, cooling shortfalls, hydraulic instability, or control system misbehaviour can all produce recurring interruptions.

A clean test phase often has:

• Few stoppages caused by that team’s car
• Short turnaround times after setup changes
• Long stints that reach planned lap targets

A messy phase often has:

• Multiple stoppages linked to the same car
• Long diagnostic pauses with repeated system resets
• A pattern of short runs that never extend into meaningful stints

Active aero switching behaviour

Active aero works best when it is boring. Teams want consistent state changes between straight and corner modes, with predictable balance and no visible instability as the car transitions. 

Good signs include:

• Repeated runs with stable top speed and stable corner entry
• Drivers who can brake hard without sudden corrections
• Similar lap time patterns across repeated stints

Bad signs include:

• Visible balance swings at braking points
• A car that looks calm on straights then nervous in corner entry
• Frequent aborted laps after state changes

Driver language that usually matters

Drivers rarely reveal pace in testing comments. The more valuable clues sit in how they describe predictability and repeatability.

A healthy baseline sounds like:

• The balance stays consistent across fuel loads
• Setup changes produce expected results
• The car gives clear feedback at the limit

A troubled baseline sounds like:

• Sudden snaps at corner entry or exit
• Inconsistent balance across the same stint length
• Setup changes that do not fix the core issue

A good test is boring, repeatable, and full of laps, which is how teams build real speed for round one. 

What is Formula 1 Pre-Season Testing? – Frequently Asked Questions

When does F1 pre-season testing take place?

F1 preseason testing for the 2026 season takes place across three sessions: a private shakedown at Circuit de Barcelona Catalunya from 26 January 2026 to 30 January 2026, then two public tests at Bahrain International Circuit from 11 February 2026 to 13 February 2026 and from 18 February 2026 to 20 February 2026. 

Where is F1 pre-season testing held?

In 2026, F1 preseason testing is held at Circuit de Barcelona Catalunya in Spain for the private shakedown, then at Bahrain International Circuit in Sakhir for the two official tests. 

How can I watch F1 pre-season testing?

Formula 1 pre-season testing is often broadcast on dedicated platforms, such as F1 TV, some sports channels, or online streaming services. Check the official Formula 1 website or relevant sports channels in your region for viewing availability and schedules.

What is the main purpose of F1 pre-season testing?

Pre-season testing is an essential aspect of Formula 1 as it provides teams with an opportunity to test their new cars on the track, make adjustments, and gather crucial data for the upcoming racing season. Teams use this time to evaluate various components, such as aerodynamics, engine performance, tire performance, and reliability. It also allows drivers to become familiar with the new cars and assess their handling characteristics.

Are spectators allowed at F1 pre-season testing?

Spectator access to pre-season testing varies depending on the venue, local regulations, and any ongoing safety concerns. It is best to check the official Formula 1 website or contact the testing venue directly for information on spectator access and availability.

Downforce is a vertical aerodynamic force that pushes a Formula 1 car down onto the track, acting like an upside-down aeroplane wing. This force significantly increases the car’s grip, allowing it to corner at higher speeds than it otherwise could. The amount of downforce an F1 car generates can be adjusted by changing the angle and size of parts like the front and rear wings and the car’s floor, which is a crucial trade-off between cornering grip and straight-line drag. 

How downforce works

• Aerodynamic components: Parts such as the front and rear wings, along with the car’s floor, are shaped to control how air moves over and under the car.
• Inverted wing profiles: The wings resemble the shape of an aircraft wing flipped upside down. As air flows over them, it generates vertical load that pushes the car toward the ground.
• Ground effect: The shape of the car’s underside creates a low-pressure zone that pulls the car closer to the track surface.
• Increased tyre load: This added vertical force boosts grip levels, enabling drivers to carry more speed through corners without losing traction.

Why downforce is crucial in F1

• Cornering speed: Downforce is the primary factor that allows F1 cars to take corners at extreme speeds without sliding off.
• Performance optimisation: Teams constantly balance downforce with drag. More downforce means better grip and cornering, but also more drag, which slows the car on the straights.
• Track-specific setups: The ideal balance changes for each track. Tracks with many corners will require higher downforce setups, while tracks with long straights will need a setup with lower downforce to reduce drag.
• Driver feel: Drivers can feel the difference immediately; reducing downforce makes the car feel less stable, while increasing it makes the car feel “glued” to the track. 

Information in this article provided via Mercedes-AMG Petronas press release.