F1 – Observations on the aerodynamic solutions studied in Barcelona: which ones will set the trend?
The Barcelona Shakedown has provided a wealth of on-track images from the Montmeló circuit. The aerodynamic philosophies adopted by the teams are numerous, even if they appear less clearly defined than in the past. Setting aside, for the moment, the driving impressions emerging from these still rather enigmatic tests, let us focus on the most interesting technical solutions seen at the start of the 2026 season, while waiting for the extensive upgrade packages expected in Bahrain.
F1 – Are Mercedes and Aston Martin making limited use of Straight Mode?
Starting with the car that impressed the most in terms of mileage accumulated during the test sessions, the first surprises can already be seen at the front. The Mercedes W17, together with the Aston Martin AMR26, is the only car to feature the nose support pylons mounted on the first flap of the front wing. This choice appears to carry an inherent disadvantage in terms of drag during race conditions.
While most teams have opted for a more conventional activation mechanism for active aerodynamics, Mercedes and Aston Martin have clearly gone against the grain. On the W17, the main plane follows a pronounced spoon-shaped profile, rising toward the outer sections. The flaps – the second and third elements – adopt a more linear geometry, with the third element featuring a wider chord. This is likely intended to maximize drag reduction when Straight Mode (SM) is activated.
The solutions seen on the AMR26 are not far removed from this approach. The car designed under the influence of Adrian Newey retains the spoon-shaped main plane, combined with nearly horizontal flap chords, in an effort to promote a more stable airflow toward the main body of the car.
What truly stands out, however, is something else entirely. On the Brackley-built car, angular shapes can be observed in the central section of the third profile, beneath the nose. As seen in images from the Silverstone Filming Day, this area does not rotate when Straight Mode is activated. This strongly suggests a specific aerodynamic purpose: by exploiting the vortices generated by these sharp edges, the Mercedes engineers are guiding airflow toward the T-tray, which itself features aerodynamic profiles. Unlike McLaren, which uses undulating surfaces, Mercedes then directs this airflow toward the floor fences.
Also notable, based on images from Barcelona, is the absence of one of the deflectors at the floor entry, despite the regulations allowing up to five. This suggests an already advanced level of airflow management in this critical area.
There is also a further advantage to mounting the nose support pylons on the second element, this time from a structural standpoint. The front wing generates its peak load around the second element; attaching the pylons here improves structural stiffness, counteracting the torsional moment induced by the flaps. Mounting the pylons on the main plane instead offers drag reduction benefits when Straight Mode is active, but requires a stronger nose structure to resist torsion, as the load peak is shifted rearward.
It is worth emphasizing that, when the attachment point is placed on the first element, the nose structure must inevitably be more robust to counteract torsion from the upper flaps. In a Formula 1 environment decided by fine margins, every factor – weight included – can prove decisive. Adrian Newey appears to have pursued maximum structural stability, ensuring that airflow behaves as closely as possible to the original design intent.
The support pylons themselves also play a fundamental role, serving a dual function. They are crucial in directing airflow toward the lower section of the chassis and into the floor entry. The rounded nose design, more pronounced than on rival cars, seemingly reduces airflow stagnation, which would otherwise increase static pressure. Additionally, positioning the junction between the pylons and the nose beneath the structure helps reduce turbulence.
Given the still “immature” nature of the current configurations, we will for now set aside analysis of endplates, footplates, dive planes and actuators, all elements that are likely to be revised in the coming weeks. It is worth noting, however, the pronounced spoon-shaped flap chords on the McLaren MCL40, aimed at increasing local load at the expense of a more linear airflow management.
The front nose of the Woking-built car is also particularly advanced in shape, featuring a reduced tip diameter that highlights a clear focus on weight reduction. Equally striking are the strakes beneath the wing profiles on the Alpine A526, a solution that enhances front-end load by energizing airflow toward the floor. The French car also adopts a raised main plane at the extremities, clearly echoing the Mercedes philosophy.
It is important to remember the significant wind tunnel allocation available to the Enstone-based team, having finished last in the 2025 championship. Finally, it is impossible to overlook the visible similarity between the front-end extremities of Audi and Aston Martin, both characterized by a curved lower surface. This represents a carefully chosen aerodynamic compromise between clean airflow management and the pursuit of maximum load.
F1 – Does wind tunnel advantage make Alpine a serious contender?
The divergent solutions adopted for the front brake ducts are particularly intriguing. Ferrari and Mercedes have opted for integrated inlets within the inner vertical flow deflector, reducing the turbulent impact on airflow. All other teams have adopted more conventional shapes. The complexity of the ducts on the McLaren MCL40 is especially fascinating, with multiple internal sections, though the packaging constraints imposed on the suspension pull rods must also be considered.
Moving into the wakeboard area, the vertical structures designed to push the dirty air generated by the front wheels toward the car body reveal two distinct schools of thought. Ferrari, with the SF-26 still in its Spec-A configuration, remains loyal to the conventional four-element structure: one vertical and three horizontal profiles. Mercedes, Red Bull and Audi, however, have pursued a more independent approach.
Examining the side view of the W17, three horizontal elements angled outward can be seen, aimed at increasing outwash and upwash effects at the expense of inwash. While the inwash effect remains significant due to the floorboard inclination, it can nonetheless be mitigated.
The solution adopted on the McLaren MCL40 is particularly noteworthy, especially considering that the Barcelona version will be very close to the car seen in Australia. McLaren has chosen three thin horizontal elements topped by a vertical profile and a large panel that appears to exploit the maximum area permitted by the regulations.
This advanced aerodynamic work, also visible through small flow deflectors near the three thin elements, highlights the attention devoted to this area. Unsurprisingly, this section will be subject to extensive updates in the coming weeks, as it is crucial for managing dirty air.
The sidepods are no less interesting. Ferrari, Mercedes and Aston Martin have adopted a concept similar to last year’s cars, focusing not so much on extreme downwash but on a long undercut extending along the lower edge. This creates a “double floor” effect designed to seal airflow exiting the floor and enhance the outer floor edge performance.
However, both the SF-26 and AMR26 feature more squared side profiles, combined with a tapered engine cover that confirms radiator mass placement in this area. The mid-height openings channel airflow rearward, marking the return of “cannon” exhausts reminiscent of early ground-effect cars, using hot air to improve flow efficiency.
Red Bull and Alpine have instead taken a more extreme path. The Red Bull RB22 revives sidepod concepts seen before 2022, with bodywork tightly hugging the internal surfaces to maximize airflow toward the rear suspension and upper diffuser. This approach aims to shield airflow from rear tyre squirt.
Alpine’s A526 reintroduces wide, sloped sidepods reminiscent of early 2022 designs. From above, an internal ramp channels airflow toward the rear, while an external lateral channel directs clean air toward the outer floor edge, feeding the rear of the car.
While this increases drag, it also acts as a physical barrier against dirty air from the front wheels. Haas follows a similar approach on the VF-26, while Audi adopts wide sidepods with a different internal philosophy under the leadership of Mattia Binotto.
McLaren once again charts its own course with the MCL40, featuring heavily tapered lower sidepods and a pronounced downward slope.
Radiator inlets show no clear early trend, with variations in upper and lower lip extensions. Aston Martin adopts a Red Bull-inspired inlet with an extremely elongated lower lip, maximizing undercut. Ferrari’s vertically extended inlet recalls the SF-23 S-Duct concept, reducing static pressure and accelerating airflow toward the rear.
Segmented shark fins, currently used by Ferrari and McLaren, are another notable detail. Horizontal vortex structures are cancelled by vertical ones, cleaning airflow toward the rear wing. Similar flow-cleaning devices are seen on Ferrari and Aston Martin airbox vanes.
F1 – The mouse hole concept pushed to the extreme
Many teams have pushed the mouse hole concept to its limits, effectively transforming it into a “mouse house.” The large opening energizes diffuser exit flows and protects them from rear tyre wake, a crucial function given the flat floor and more complex diffuser behavior.
Without the tall fences of Venturi-era cars, the diffuser must strike a balance between managing low-energy airflow and dirty air. The diffuser sidewall and winglet, along with rear deflectors near the inner rear wheel, will be essential in this process.
Alpine has also introduced an unconventional DRS mechanism, with the actuator positioned on the upper edge of the movable flap, allowing it to lower with the airflow and reduce drag more effectively.
As Adrian Newey himself has noted, the cars will undergo significant changes during upcoming test sessions. Many teams, including Ferrari, are expected to bring major updates to Sakhir, pending FIA approval for some extreme solutions.
This analysis focused on the aerodynamic shapes observed during the Spanish F1 shakedown. As more images become available, a deeper examination of individual profiles will be possible. However, the efficiency and management of the hybrid system remain the true game-changer of the 2026 season.
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