By: Formula 1 heads into its 14th round of the season and its second Spanish event of 2026. Following the Barcelona-Catalunya GP held in June, the World Championship arrives at Madrid's new Madring for the first time, a circuit with characteristics that are virtually the opposite of Monza.
According to Brembo engineers, who work closely with every Formula 1 team, the 5,416-metre new Spanish circuit ranks among the most demanding for the braking system, with a difficulty rating of 4 on a scale of 1 to 5.
Over a lap, drivers use the brakes at eight points for a total of 14.2 seconds. Five braking zones are classified as Hard, two as Medium and just one as Light. This offers a clear picture of a track featuring 22 corners, with very few sections in which the cars can remain at full throttle for long.
The most demanding braking zone
According to Brembo simulations, the toughest point for the braking system will be the first corner after the finish line. The cars will arrive at around 294 km/h before slowing to 137 km/h.
The deceleration will last 1.8 seconds and take place over 99 metres. During this phase, drivers will have to apply a load of 135 kg to the brake pedal, reaching a deceleration of 4.3g. Braking power will reach 1,782 kW.
Energy management
While Monza was one of the most challenging circuits of the season from an energy perspective, Madrid presents an almost opposite scenario. At the Italian circuit, the very long straights and limited braking zones greatly reduced recovery opportunities, whereas the Madring's 22 corners, constant decelerations and numerous partial-throttle sections will allow the MGU-K to recover energy more consistently.
The limits set by the FIA confirm this. Maximum Recharge per Lap will be 7.5 MJ in qualifying, rising to 8.5 MJ in the race with Overtake inactive and 9.0 MJ when the system can be used. In free practice, the limit will again be 9.0 MJ.
The comparison with Monza is significant: one week ago, the FIA set just 5.0 MJ in qualifying and 7.0 MJ in the race, rising to 7.5 with Overtake. In Madrid, then, the issue will not be finding energy to recover, but deciding where and how to use it over an extremely fragmented lap.
The FIA has also set the Power Limited Distance at 3,206 metres, with a maximum power reduction limit of 100 kW/s. Specific windows are also provided for qualifying and Sprint Qualifying, in which the power unit's power reduction may reach up to 350 kW: between Turns 15 and 16, between Turns 18 and 19, between Turns 20 and 21, and on the exit of Turn 22.
Madrid will not produce the energy paradoxes of the new regulations, and the main unknown at the Madring will above all be the circuit itself. It is a completely new, narrow track, full of chicanes and without any genuine reference points, further distinguished by its banked sections. Finding the right line and understanding how much to exploit the banking could become one of the decisive themes of the weekend.
Madrid GP 2026: complete guide
This is the third of six in-depth features regularly published on formula1.it to guide readers through the build-up to each race weekend. Alongside Brembo's analysis of braking and energy management, they cover Pirelli's analysis and information, the event's TV and streaming schedule, official updates, the first images and set-ups from the pit lane, as well as a table of the power unit components used.
All the news, photos, weather, session times and times from the Spain GP 2026
