The FIA recently released the latest update of the draft technical regulations for 2026. After the 9 days of mandatory factory closure for the holidays, the teams were able to start pushing on the first new aerodynamic concepts from January 2nd .
Each technical office has a table of specialists who interpret the rules. This can make the difference, given there are so many unknowns. However, there is always the risk of being too aggressive when interpreting the rules .
In other words, this is the phase where teams can investigate gray areas. However, compared to the past, there is a greater risk of wasting wind tunnel hours. We can expect some interesting moves from those who will soon switch their focus from 2025.
Engineers agree that initially, the designers’ commitment between 2025 and 2026 will be 50%. Of course, this balance will soon shift towards 2026 . How soon teams make this switch will also depend on their competitiveness when the season begins.
As for clarifications on the regulations, dialogue with the FIA is expected – unless a team believes they have found a silver bullet. Of course, this might involve being on the limit with their interpretation of the regulations.
For example, at the beginning of 2022, controversy around Mercedes’ design of the anti-intrusion cones used as aero diverters . Because of the W13’s struggles, issue practically died on the vine.
In collaboration with “Qvist design”, AutoRacer.it can show a first rendering of the 2026 model . According to the information collected, these seem quite faithful to the base model.
Starting from here, there are many potential development paths. However, there are important macro aerodynamic concepts to define.
At first glance, the difference in size will be noticeable, although not huge. Cars will be small, though the ability to reduce weight towards the minimum requirements remains a concern. Still, apparently the perceived dimensions appear more in keeping with an F1 car.
In particular, the front wing is no longer as wide – whilst tires will also be narrower. At the same time, air flow around the endplate and the wake from the front tire profile are completely changing.
The upside? Less height dependent and hopefully much less stiffness required, plus less powerful flow extraction.
We can evaluate the regulatory change as a relief for the drivers in terms of driving comfort. The regulations have eliminated the danger of porpoising and the correlation between the tunnel and the track should work better overall.
We could return to seeing cars tilted (rake setup) or more seated. The hyper-sensitivity of adjusting heights should no longer be as intrusive.
The new cars will have a ‘less’ air consuming floor inlet , with a large diffuser is no longer required . Normally, the percentage of downforce required will be much greater above the floor, especially for driving through corners.
Concerning the drag reduction modes, it is possible to expect a range of wings from medium to high downforce.
Will the rules defuse the dirty air?
Apparently Tombazis’ staff wanted from the concept more unfavorable conditions to the percentage increase of negative wake . As is known, this is possible only by limiting the outwash (‘dirty air’) concepts.
Obviously it is not possible to completely eliminate the phenomenon – nor prevent the aerodynamicists from trying to modify the micro aerodynamics for this purpose. Generally speaking, the designs that keep the flows attached to the body (inwash) are always the most difficult to make work downstream of the car .
Moving the flow outboard helps the cleaning on the whole model and increases aerodynamic efficiency in the corners.
