Between the Racing Lines
Formula One, at its core, is a complex and ever-changing motorsport. This article is a comprehensive resource designed to assist fans both seasoned and new in understanding and exploring the exhilarating world of Formula One racing.
Prepare to bid adieu to the Drag Reduction System (DRS), one of the most contentious components of Formula One.
The FIA, which oversees Formula One, published a draft of the 2026 technical regulations on Thursday. The regulations cover the design guidelines that are intended to make the car more racable. One significant modification is the addition of Manual Override Mode in place of DRS.
When DRS was first implemented in 2011, its goals were to help with overtaking and to encourage closer racing. The rear wing flap opens when the drivers press the button in designated zones set by the track (they must be within one second of the rival ahead of them). As a result, speed rises and drag decreases. Over the years, DRS has come under fire for a number of things, including making passing too simple and artificializing the racing experience.
The proposed technical regulations for 2026 are expected to have a cascading effect. In order to maintain downforce in the bends and aid minimize drag, a new active aerodynamics system will be implemented. In essence, drivers will flip between two distinct modes. DRS as we know it had to go since the active aero will employ the same flaps as the DRS setup.
The goal to increase overtaking, though, remains. This led to the introduction of Manual Override Mode.
What is Manual Override Mode?
The MGU-K, a component of the hybrid power unit, will be the source of electric power deployment for the Manual Override Mode. In essence, the car behind gets an energy boost when attempting to pass a rival, and it is anticipated that it would function similarly to DRS (within a specific radius of the leading car). Whether there will be controlled zones, similar to what DRS offers now, needs to be confirmed.
Going into the technical specifics: At 290 kph (180.198 mph), the battery energy deployment for the automobile ahead will start to taper down, and it will reach zero at 355 kph (220.587 mph). It is anticipated that the automobile after will profit from its maximum power allotment of 350 kW up to 337 kph (209.402 mph). In essence, the driver in the rear will have greater electrical energy available to them than the driver in front of them, and this advantage may enable them to finish an overtake.
The drivers will need to recharge after utilizing Manual Override Mode, as opposed to everyone employing DRS in the same zones if they are in similar windows, which kind of adds some spice to the approach. Fernando Alonso said: “I tend to agree of having kind of freedom to the drivers to use the power here or there and create alternative strategies, which now we are all deploying in the same places at the same time.”
How does this compare to IndyCar’s ‘push-to-pass’ system?
F1’s Manual Override Mode and IndyCar’s push-to-pass are similar — to an extent.
Since its introduction in 2009, the IndyCar system has allowed drivers to get additional horsepower through a turbo boost, which can be useful when attempting to pass or defend. Race control activates pass-to-push when it is intended to be employed (much like F1 DRS does), and the button on each driver’s steering wheel becomes activated.
Meyer Shank Racing crew chief Adam Rovazzini explained the concept in a recent video: Pushing that button sends a signal to the electronic control unit, and more air is pushed through the engine by the turbochargers to create a boost. Pushing that button sends a signal to the electronic control unit, and more air is pushed through the engine by the turbochargers to create a boost. Drivers don’t have unlimited access to this, though. It varies from track to track, and IndyCar dictates how many seconds-worth of push-to-pass drivers have access to, which can lead to differing strategies.
The ability for IndyCar drivers to use push-to-pass as a defensive mechanism against an assaulting driver is one of the obvious contrasts. Another is that IndyCar, which does not employ hybrids, gets a horsepower boost from its turbocharged engines, whereas F1 uses electricity differently.
Given that F1’s future power units will have almost 300 percent higher battery power (and a 50/50 mix between electric power and internal combustion), is the battery boost a positive thing or a bad thing?
“Time will tell! It’s one of those ones where, I guess I have faith in the Formula One paddock, let’s say, that there’s enough smart people to get on top of it,” Daniel Ricciardo said. “And if it’s maybe not ideal or perfect at the start, there’s enough brains that will solve it and enough people will catch on, and it’ll find its way to a good home.”
Having some sort of overtaking assistance was essential, even though DRS itself may become a thing of the past in Formula One starting in 2026, especially with the prevalence of large, heavy cars that are challenging to follow.
“Removing DRS, especially with the current car,” Yuki Tsunoda said, “it’s hard to imagine without DRS how we can overtake.”
(Lead image: Xavier Bonilla/NurPhoto via Getty Images; Design: Eamonn Dalton/The Athletic)
