Williams’ start to the 2026 Formula 1 season has fallen well short of expectations, with the FW48 exposing its weaknesses from the very first pre-season test sessions. While excessive weight remains the most visible limitation, it is far from the only factor affecting the car’s performance. A lack of aerodynamic downforce and an unusual tire behavior—where one wheel tends to lift under certain conditions—are also playing a significant role in limiting competitiveness.
The weight issue is undoubtedly the most discussed topic inside the paddock, with estimates suggesting that Williams still needs to shed over 20 kilograms in the coming months to unlock meaningful lap time gains. This alone represents a substantial performance handicap, especially in a tightly packed midfield where small margins make a big difference.
However, as Alex Albon pointed out after his early qualifying exit in China, the team cannot attribute all of its struggles solely to weight. He explained that several midfield competitors are also above the FIA’s minimum weight limit, even if not to the same extent as Williams, and therefore the performance gap cannot be explained by this factor alone.
“We can’t hide behind the weight, because at the end of the day there are other midfield cars that are not at the minimum weight. Not as much as us, but they are still overweight, and the gap we have to those teams is not only down to that,” Albon said after being eliminated in China, underlining that aerodynamic and setup-related issues are also part of the problem.
Downforce deficit and setup limitations
Another key weakness of the FW48 is the lack of aerodynamic load, particularly when compared to rivals such as Haas, which currently appears to be one of the strongest midfield teams in this area. Despite this, there is a belief within the Williams garage that the car’s full potential has not yet been extracted, especially in terms of setup and balance. Engineers are convinced there is still a meaningful performance window to unlock.
These limitations have translated into disappointing results on track. In China, Williams suffered a double Q1 elimination, while in Japan, a series of power unit issues for Oliver Bearman’s Haas offered some relief. Even so, Carlos Sainz was unable to progress beyond Q2, highlighting the underlying pace deficit.
The tire lift phenomenon explained
One of the more unusual and technically intriguing issues affecting the FW48 is the tendency for one of the four tires to lift under certain conditions. Alex Albon explained after qualifying in Japan that, in some scenarios, the car effectively runs on three wheels, with one tire losing contact or nearly losing contact with the asphalt.
This behavior is particularly noticeable in corners with elevation changes or banking, which explains why it was more evident at circuits like Shanghai. However, it is not limited to those layouts. There are also situations where the tire does not fully detach from the surface, but the driver still feels a clear loss of load in that area, as if the wheel were partially lifted.
The consequence of this phenomenon is a reduction in the tire’s contact patch with the track, leading to a loss of mechanical grip. This makes the car less stable and more unpredictable, especially in high-speed corners where load transfers are significant. Identifying the root cause is complex, but overly stiff suspension settings can often contribute to this issue, particularly in areas where load variation is high.
“I think the issue of having one wheel in the air and the lack of grip on the inside front has been a problem with our cars since I’ve been here. So it’s nothing new, it’s just that some of the problems we already had are making that situation worse,” Albon explained in Japan.
Balance challenges and technical compromises
The impact of this behavior varies depending on the type of corner and whether it affects the front or rear axle. When it occurs at the rear, teams typically try to mitigate it by adjusting the differential settings. However, this can introduce new issues, such as reduced front-end grip and increased understeer, creating a delicate balance problem for engineers.
This is not the first time Williams has encountered such challenges. Similar characteristics were present in the previous technical cycle, and both engineers and drivers had hoped that the new generation of cars would eliminate these issues. However, with reduced aerodynamic load and narrower tires under the current regulations, mechanical grip has become even more critical, making this problem more impactful than ever.
“There are many balance-related issues with the car. We are not even seeing part of the aerodynamic load, so it’s a combination of factors. Weight is one aspect. There are also plans, together with weight reduction, to bring the car back into a good balance window and reach the level of downforce we expect more quickly,” Albon added in China.
Miami upgrades could be key for Williams
From one perspective, the enforced break in the Formula 1 calendar could prove to be a double-edged sword for Williams. On one hand, fewer race weekends limit the opportunity to gather valuable data that would help better understand these issues. On the other hand, the extended downtime offers a crucial window to focus on development work.
The priority remains clear: reducing weight to unlock immediate performance gains, while simultaneously addressing aerodynamic inefficiencies and balance-related weaknesses. Williams’ goal is to arrive at the Miami Grand Prix with an updated package ready, aiming to take a decisive step forward in performance and finally begin closing the gap to its midfield rivals.
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