F1 factories are fully operational as teams prepare their cars, but the focus of technical departments is already shifting to the 2026 vehicles, which will debut under the new agile car regulations.
Since January, FIA rules allow wind tunnels to be used for 2026 aerodynamic studies. Most teams have already placed initial models in wind tunnels, which reflect only the latest provisional regulation to address broad aerodynamic concepts. The rules approved by the FIA World Council in December remain temporary.
Despite the substantial efforts by teams to support the FIA technical staff led by Nikolas Tombazis, the expected outcomes following the abandonment of ground-effect aerodynamics in favor of agile cars (shorter, lighter, and narrower) have not yet been achieved.
The new power units, which will draw 50% of their power from electric sources and the rest from internal combustion engines, present significant challenges. The difficulty lies not in reaching the 1,000-horsepower threshold of current cars but in distributing the required electric energy consistently throughout a lap. This has been particularly problematic on circuits like Monza, where recharging issues have created imbalances.
The drastic reduction in drag has led to cars with stringent aerodynamic constraints. However, since the FIA’s June proposal, crucial adjustments have been made to recover the downforce necessary for stability in high-speed corners without upsetting the car’s balance.
While the engines are in advanced development, and the batteries and mechanical components are well-defined, there remains limited room to address unsatisfactory aspects.
Current rumors suggest potential updates in specific areas. The current regulations mandate that the adjustable wings (front and rear) must be controlled by drivers and can only be activated in designated parts of the track. The proposed direction might involve automating the wing adjustments for activation on every straight, leaving drivers to manage only the override for electric power boosts during overtaking.
Rumors also indicate possible changes to the dimensions and activation timing of the wing boxes, with the front wing opening slightly later than the rear. These might seem minor adjustments but could significantly impact the aerodynamic design of the cars.
The aim would be to reduce energy usage on straights by minimizing the frontal area, allowing for energy recovery in corners.
Does it make sense, then, to invest time and resources in wind tunnel models that may soon change? Teams not only face financial constraints under the budget cap but also have limited wind tunnel hours, which vary based on their Constructors’ Championship ranking (favoring lower-ranked teams while penalizing top ones). This topic is highly relevant, and it will be fascinating to see how teams react to the FIA’s potential decisions.
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