How will F1 qualifying work in 2026?

The Q2 session in 2026

Q2 lasts for 15 minutes. Once again, the slowest six cars are eliminated and do not progress to Q3. These drivers line up in positions 11 to 16 on the grid, based on their Q2 times – with any Q1 times no longer relevant.

As the field thins, the frontrunners begin to increase the intensity, ensuring they make it through to the final stage. This may involve switching to soft tyres or completing additional runs, which can also serve as a rehearsal for the pole shootout in Q3.

Like Q1, this stage removed only five cars in 2025.

The Q3 session in 2026

Q3 is the last and shortest session. It continues for 12 minutes and it determines the starting positions for the 10 remaining competitors, from pole position down to 10th on the grid.

Drivers now push to the absolute limit to extract the best lap time possible, braking later and cornering faster than anywhere else across the weekend. The softest tyre compound is typically used to maximise grip. With only 12 minutes available, Q3 leaves little margin for error, and most drivers are limited to just two flying laps during the final session.

There are exceptions though, for example if a car has a grid penalties, the driver may opt to do one flying lap in order to save tyres for the race. Equally, if a car is almost certainly the tenth fastest car in the session, it may also complete a single flying lap only – to register a time for the session.

At the end of qualifying, the provisional grid is set, with any grid penalties then applied to confirm the final starting order. This session is essentially unchanged from 2025.

F1 qualifying tyre strategies 

Throughout a full F1 qualifying session (not Sprint one), teams have free choice over which tyres they use and when, within the limits of the weekend’s tyre allocation.

Pirelli supplies 18-inch tyres for Formula 1, comprising six slick compounds ranging from the hardest – offering the least grip but greatest durability – to the softest, which provides maximum grip at the expense of tyre life. These compounds are designated C1 (hardest) through to C5 (softest), alongside intermediate and full wet tyres for mixed or wet conditions.

From this slick range, Pirelli nominates three compounds for each race weekend based on the characteristics of the circuit and expected climate. The highest-numbered of the three becomes the soft tyre (marked red), the middle option the medium (yellow), and the lowest-numbered the hard (white).

On a standard race weekend, teams are allocated 13 sets of dry tyres in total and can choose how many sets of each compound they wish to take. An additional set of soft tyres is provided to any driver who reaches Q3, giving them extra flexibility during the pole shootout.

A front-running team such as Red Bull, for example, may opt for a greater number of soft tyres, as their drivers are more likely to progress deep into qualifying and require multiple fresh sets. Teams further down the order may prioritise medium and hard compounds instead, favouring race-day strategic flexibility over outright qualifying performance.

During qualifying itself, tyre usage remains tactical. Tyres used earlier in the weekend – particularly in practice – may be worn but can still be effective in Q1, where the lap time required to progress is often less demanding. Because these tyres remain available for the race, careful management during qualifying can expand a driver’s strategic options on Sunday.

The additional set of soft tyres reserved for Q3, however, is only available for that session and must be returned to Pirelli once qualifying has concluded.

What is the 107% rule in qualifying?

This is a historic rule that’s still enforced today, albeit in a different way to before. Simply put it means that every car that qualifies within 107% of the fastest is automatically allowed to enter the race, but anything slower than that requires the stewards’ permission. This figure is now calculated using the fastest lap in the Q1 session.

In the past, it was designed to stop very uncompetitive teams entering races and disrupting them. It was introduced for the 1996 season, disappeared in 2003, but was reinstated in 2011 – and it’s recently come back to the fore given the issues the Aston Martin team is having.

It’s also important to note that the 107% doesn’t apply when a session is wet, as that widens the field spread anyway.

F1 qualifying fuel levels 

Depending on the circuit and weather conditions, F1 drivers will run varying fuel levels during qualifying.

In dry conditions, teams load the car with as little fuel as possible to reduce weight and maximise lap time. The trade-off is that drivers must carefully manage their out-laps and in-laps – often running slowly while still respecting the FIA’s minimum lap time – to conserve the limited fuel in the tank, which is typically only enough for one or two flying laps.

Wet conditions dramatically alter that approach. At high speeds, Pirelli’s full wet tyres are capable of dispersing around 85 litres of water per second, meaning the racing line tends to dry as a session progresses. As grip improves, lap times can fall rapidly.

To exploit those changing conditions, teams will often fuel their cars for longer runs, allowing drivers to stay on track rather than returning to the pits after each flying lap. Instead of completing just one or two timed laps per session, drivers may complete five or more consecutive laps, depending on the circuit and the rate at which conditions improve.

This approach allows drivers to capitalise on the evolving track surface – often producing the fastest lap late in the session, when grip is at its highest.

What is Parc Fermé? 

As soon as the drivers exit the pitlane for Q1, parc fermé is enforced – meaning the teams can no longer make any changes to a car’s set-up aside from some very minor adjustments.

These include: adding or removing fuel, removing the wheels, taking out spark plugs, fitting cooling or heating devices, fitting a jump battery to test electronic systems, charging or discharging the ERS system, bleeding the brakes, draining engine oil, changing the front wing angle, changing or balancing tyres, checking tyre pressure, testing marshalling systems and changing the pedals, steering wheel or drinks bottle.

This means that during the practice sessions prior to qualifying, drivers must have their cars ‘in the right window’ of performance in order to extract the best qualifying position and race pace. Failure to do so can ruin an entire race weekend.

If a team or driver wants to break parc fermé rules, they will be required to start the grand prix from the pitlane.

Qualifying vs race pace

Ahead of each grand prix weekend, teams aim to strike a balance between qualifying performance and race pace to maximise their overall result. This balance is influenced by the driver’s setup preferences but is also often built into the car’s design, with some machines naturally favouring one-lap speed and others optimised for tyre life and consistent race performance.

The trade-off can vary depending on the circuit. On tight, twisty tracks such as Monaco, teams typically prioritise one-lap pace, as qualifying is crucial for track position given the difficulty of overtaking. By contrast, at circuits like Zandvoort, Las Vegas, or Abu Dhabi, teams may favour a more race-ready setup, knowing there are more opportunities to gain places during the grand prix regardless of starting position.

The 2026 regulations, including lighter cars and revised aerodynamics, combined with a 22-car field, add new layers to this strategy. With more traffic on track, extracting a clean lap can be more challenging, making the balance between qualifying speed and race durability an even more central part of the weekend strategy.

Qualifying is no longer ultimate pace

The new rules also mean that qualifying laps are no longer the out-and-out dash they used to be, as energy management requires drivers to conserve and tactically deploy electrical energy throughout the lap.

For example, corners that were previously a test of downforce, driver skill and commitment can now be sections where the car is harvesting energy for use later in the lap – usually down the straights. You can hear this from the dulling of the engine note in onboard footage.

As a result of this, qualifying can be seen as more a test of tactics and efficiency and less the test of ultimate performance and pace it used to be.

What happens when qualifying is stopped with a red flag?

As Baku demonstrated in 2025, qualifying is rarely a clean, straightforward affair. When a driver crashes or leaves debris on track, race control will often stop the session with a red flag so marshals can safely clear the incident. In most cases, the session restarts once the track is deemed safe again, but the clock does not reset – meaning the pressure ramps up for everyone as time ticks away.

The later stages of qualifying, especially Q3, can be particularly unforgiving. If a red flag is waved with only a minute or two left on the clock, there may not be enough time for drivers to get back out and set another flying lap. On narrow street circuits like Monaco or Singapore, that has often left grid positions decided by a single early effort, or by whichever drivers happened to cross the line just before the session was halted.

Weather can add another layer of chaos. Sudden rain showers during qualifying have regularly turned the order upside down, with midfield teams stealing dream grid slots thanks to perfect timing. Famous examples include George Russell’s shock P2 for Williams at a damp Spa in 2021 or Kevin Magnussen’s pole for Haas a year later in Brazil. These interruptions and changing conditions are part of what makes qualifying such a unique spectacle, where opportunity and risk are never far apart.

How are Sprint qualifying sessions different in 2026?

Sprint races take place on a Saturday before the main qualifying sessions, but Sprint qualifying has a dedicated session on the Friday of a race weekend – just after the first practice session. Full qualifying retains the same format as before, and still takes place on a Saturday afternoon.

• In Sprint sessions Q1 is referred to as SQ1 and takes 12 minutes as opposed to 18. It also removes the six slowest drivers.
• SQ2 is 10 minutes as opposed to the usual 15 and also removes the next six slowest qualifiers.
• SQ3 is super-short at just 8 minutes compared to 12 – therefore emphasising the need to get a perfect lap together. Put it all together and Sprint qualifying is significantly shorter than the usual qualifying format.