By: As usual, on the eve of the Spanish Grand Prix, which will be held for the first time at the new Madring circuit, we bring you Eloy Aparicio’s simulation of a qualifying lap. The model is based on the physics of the 2026 single-seaters, calibrated against the 12 rounds observed in 2026 and then applied to the Madring circuit. The FIA values specific to the event were officially announced yesterday. The 2026 Spanish Grand Prix Power Unit information defines the qualifying recharge limit, the MGU-K curve, the power-limited distance and the C5.12.4 sectors used. The official F1 map and OpenStreetMap were used to assess the circuit geometry.
| Article | Item | Official value |
| C5.2.10 | Maximum recharge per lap, qualifying | 7.5 MJ |
| C5.2.8 | MGU-K DC power curve | Base − Overtake |
| C5.12.8 | Power limited distance | 3206 m |
| C5.12.8 | Max PU power reduction rate | 100 kW/s |
| C5.12.4 | T15–T16 reduction sector | 3600–3800 m, ≤350 kW |
| C5.12.4 | T18–T19 / T20–T21 / Exit T22 | ≤350 kW |
| C5.12.5 | Power-reduction reset | Exit T22, 5200–5400 m |
| C5.12.7 | Higher-speed threshold | none for Madrid |
Lap time and speed profile
The simulation produced a lap time of 1:32.816, with an average lap speed of 210.1 km/h. The estimated top speed is 321.4 km/h, reached 1,094 metres from the start-finish line, at the end of the T3→T4 straight. The lowest speed recorded was 78.7 km/h at Turn 6. The three sector times are 30.579 / 33.576 / 28.661 seconds. Madring features a 600-metre flat-out section between T3 and T4, where the single-seaters will use Straight Line Mode, a highly technical central section, and the section including the flat-out Monumental corner. These three very different segments will require a complex energy strategy.
Figure 1 — Energy state during the lap. Green = active power, no recovery (activation and operation only with the internal combustion engine). Red = recovery from a driver lift or braking. Orange = superclipping under acceleration, used only once on this lap, in the T15–T16 sector under FIA regulation C5.12.4.
Figure 2 — Modelled speed as a function of distance. The shaded bands represent the two published Straight-Mode zones; the vertical dashed lines indicate the official sector boundaries. This is the solver’s raw output on a 2.0m grid, with no smoothing applied.
MGU-K deployment and recovery
Over the course of a lap, 8.779 MJ is used and 5.142 MJ recovered. The car spends 7.06 seconds at full power, using the 350 kW permitted by the C5.2.8 overtake curve, over a distance of 388 m, and a further 33.30 seconds at partial power. 18.98 seconds of the lap (1,206 m) are covered using the internal combustion engine (ICE) alone.
Figure 3 – Energy distribution and recovery modes
Energy recovery comes from 2.969 MJ under braking, 1.623 MJ from eight lift-and-coast events and 0.550 MJ from superclipping. Lift-and-coast is necessary, as without it the lap time would be 93.3544 seconds. Frustrating though it may be, the technique enables greater efficiency over the lap.
Figure 4 — Energy recovery by type and area, and the three recharge quantities against the FIA’s maximum limit.
Battery state of charge
The car crosses the line with 4.00 MJ available, reaches a minimum of 0.098 MJ and ends the lap with 0.362 MJ. The power unit remains at that minimum for 5.06 seconds in the segment between Turns 13 and 15.
Figure 5 — State of charge over a lap.
Energy strategy at the Monumental corner
The management of electrical power through the “Monumental” corner is particularly interesting. Over the section from 2,401.03 to 2,948.03 metres (547 m), according to our simulation, the single-seaters enter at 269.9 km/h and exit at 268.9 km/h, with the MGU-K contributing 0.4296 MJ. Power deployment is reduced at 2,586 metres from the start-finish line, after which 66.1% of the segment is covered using the internal combustion engine alone. This is not a complete depletion of power: taking away that energy and using it on the main straight costs 0.146 seconds, so partial power use through the corner is in fact more advantageous than the top speed that could be gained.
Figure 6 — The Monumental. Speed, power and state of charge in the banked section.
Cornering speeds
The estimated top speed requires clarification. The single-seaters are capable of exceeding the simulated 321.4 km/h. By using the full 350 kW on the T3→T4 straight, they can reach 337.7 km/h. However, the assumed speed represents the most energy-efficient approach to setting the best time at the brand-new circuit in the Spanish capital. The following illustration shows the speeds through the 22 corners of the Spanish track.
Figure 7 — Minimum speed at each of the 22 official corners, with entry and exit indicated by a range and the energy state shown below.
