F1 2026 terminology: compression ratio superclipping and straight mode

With modifications to both the chassis and power unit Formula 1's 2026 regulation overhaul possibly the largest in the championship's history is ushering in a new era.

In contrast to internal combustion engines, an F1 chassis is now about 32 kg lighter and has much less downforce, while the engine is more dependent on electrical energy with a near-50:50 split.

Here are some of the terms that should be used in the early rounds of 2026, as there are a number of other changes that were discovered during pre-season testing in Bahrain and Barcelona.

Aerodynamics that are active

The Drag Reduction System or DRS was used in Formula One for 14 years. It allowed the rear wing flaps to open to facilitate overtaking when they were within one second of the car in front. These active aerodynamics however are divided into "straight mode" and "corner mode" and apply to both the front and rear wings.

Both sets of wings will open in "straight mode," shifting to a lower angle of attack to minimize drag. The front wing now joins the rear in this to improve stability. However, the wings will revert to their higher-downforce state when a driver lifts off for a turn, which prevents them from being open for a turn.

Drivers can use both "straight mode" and "corner mode" during a grand prix; each circuit will have specific zones where "straight mode" can be used, while "corner mode" can be used everywhere else. This is different from DRS, which can only be used within one second of the car in front.

Level floors

One of the distinguishing characteristics of the ground-effect cars used in Formula One from 2022 to 2025 was the floor's venturi tunnel which accelerated airflow to produce low pressure. However in 2026, Formula One will return to its previous flat floors which have a much simpler design and generate significantly less downforce.

Mode of overtaking

"Overtake mode," which can only be used when one second ahead of the car and in specific areas of the circuit, is actually the effective substitute for DRS. It is essentially a push-to-pass button that prolongs the car's maximum 350kW.

Boost mode

A manual button on the steering wheel called "boost mode" initiates a different power unit setting. The team may design a customized setting or one that allows drivers to utilize the additional battery power they have extracted using the energy recovery system. This can be used for both attacking and defending, in contrast to "overtake mode."

Refuel

Since it only refers to drivers recharging their batteries to have enough power stored throughout the lap, this is the most controversial aspect of the 2026 regulations. Recharging the battery will be more important in grand prix since the power unit is now more dependent on electrical energy. Max Verstappen referred to the new Formula One as "Formula E on steroids."

He says this, in part, because downshifting along a straight or lifting and coasting into a corner is a way to recharge the battery. Although this goes against everything the drivers have been taught in the past, it might be required for a better overall lap time.

Consequently, every circuit on the calendar will be classified as either "energy-rich" or "energy-poor." Because of their low speed, energy-rich tracks make battery recharging relatively simple, whereas energy-poor circuits like Monza make it more difficult.

Superclipping

The term "superclipping," which describes how cars can harvest energy while the driver is still at full throttle—typically at the end of a straight or in high-speed corners—came up quite a bit during testing in Bahrain. This happens when the MGU-K is in harvest mode, which saves the power that would typically go to the back wheels for use later in the lap, albeit at the expense of slower speed.

The energy that can be harvested through superclipping is currently restricted to 250kW under the 2026 regulations. However, McLaren CEO Andrea Stella disclosed that teams tested a limit of 350kW on the last day of testing in Bahrain so that drivers wouldn't have to lift and coast to regenerate that maximum output.

Ratio of compression

"Compression ratio" is another term that has been used frequently in the run-up to the 2026 season. This ratio, which was lowered from 18:1 to 16:1 for 2026, is the volume of the engine cylinder when the piston is at the bottom of its stroke to the volume when it is at the top.

However, it later became apparent that Mercedes had discovered a legal loophole, citing Article C5.4.3, which specifies that the only way to measure the ratio is through a static test at room temperature. Therefore, the Silver Arrows discovered a method to raise the compression ratio while the engine is operating before bringing it back to normal for the measurement.

However, this unavoidably sparked criticism, with the four other power unit manufacturers in Formula One claiming that it gives Mercedes an unfair advantage. The German manufacturer claimed that it doesn't, but the issue has been resolved, and changes to the way compression ratios are calculated will take effect on June 1st.

Turbo lag

Race starts, which are now more complicated due to the elimination of the MGU-H, are another controversial aspect of the 2026 regulations. This is due to the fact that the MGU-H served as the compression spinner, converting hot exhaust gases into electrical energy and facilitating instantaneous acceleration.

Drivers must now rev their engines much higher than before and for about ten seconds in order to spool up the turbo and overcome lag because it is no longer on an F1 power unit. The time lag between applying the accelerator and getting power from the turbo is known as turbo lag.

Pitching the car into an anti-stall could have serious repercussions if the new procedure is timed slightly incorrectly. This year, it is therefore more crucial to nail race starts, which could be a decisive factor in the early stages.

Sandbagging

Who was sandbagging the most during the preseason is another thing to watch in the first rounds of 2026. In Formula One sandbagging is the deliberate underperformance of a team or driver during testing to conceal their true potential. If they reveal everything too soon, competitors may choose to replicate specific car parts. Any advantage they had worked to develop during the off-season is obviously eliminated by that.

Sandbagging can be accomplished in a number of ways, such as by intentionally lifting off, using harder tires, or using more fuel.