With the latest draft of the regulations, the FIA has approved the use of a third active aerodynamics mode for situations in which the track is still partially wet. The race director will be able to authorise the use of the front movable wing only, while the rear wing must remain closed. The activation zones will also be adjusted accordingly.
One of the major technical innovations of the 2026 Formula 1 season will be active aerodynamics, significantly expanded compared to the current DRS system. This solution has been introduced to improve overall efficiency in view of the new power units, which will place much greater emphasis on the electrical component. It represents a fundamental shift in how aerodynamics are conceived in Formula 1, with drivers required to activate both the front and rear wings multiple times during a single lap.
The underlying concept is based on two distinct operating modes. The first is a low-drag configuration designed for straights, where the wings open to reduce aerodynamic resistance and therefore limit the electrical energy required to propel the car. The second is a high-downforce mode intended for cornering, with the wings closed to ensure stability through turns and to preserve the performance level of the next-generation cars.
However, limiting the system to just two modes can prove restrictive in certain scenarios. Back in October, ScuderiaFans.com reported that the FIA and the teams were evaluating the introduction of additional usage options, specifically tailored for special situations such as wet track conditions or Safety Car periods. These discussions have now resulted in the inclusion of a third active aerodynamics mode, defined as a “partial” configuration, in the latest draft of the technical regulations.
One of the main concerns raised by the teams was the risk that, in wet or damp conditions, drivers might no longer be able to exploit active aerodynamics at all. Such a limitation would have had a double impact. On the one hand, keeping the wings closed on the straights would increase energy consumption. On the other, the inability to open them would generate higher downforce, pushing the car closer to the ground and increasing wear on the skid block.
At first glance, it might seem that a similar situation already exists today, given that DRS cannot be used on a wet track. In reality, the context is different. DRS is designed primarily as an overtaking aid and can only be activated when a driver is within one second of the car ahead. For this reason, it is not always considered a fixed parameter when estimating skid wear.
By contrast, the 2026 active aerodynamics system will no longer serve the same purpose. In dry conditions, it will be usable on every lap and will not depend on the gap to the car in front. Because it is set to become a central element in energy management, it has inevitably prompted discussions about the consequences of its use, or lack thereof, in wet conditions.
As a result, the FIA and the teams evaluated several scenarios and approved new options in the latest draft of the sporting regulations, ratified just a few days ago during the World Motor Sport Council meeting. In cases of heavy rain or particularly wet conditions, the race director will retain the authority to completely disable active aerodynamics for safety reasons. This would ensure higher levels of grip, even on the straights, where downforce becomes crucial to reduce the risk of aquaplaning.
The confirmation of a third option, the partial activation mode, adds further flexibility. This configuration is expected to be used in specific circumstances, such as when the track is damp rather than fully wet. In these conditions, speeds begin to increase, which in turn raises both energy consumption and the vertical load pushing the car’s floor closer to the asphalt.
It is true that the 2026 cars will not run at the extreme ride heights seen during the ground-effect era. Nevertheless, since they are designed to exploit the advantages of movable wings to the fullest, keeping those wings fully closed can still present challenges for engineers. This is where the need for a partial mode arises, with the front wing remaining fully open while the rear wing stays closed.
This solution represents a compromise between the low-downforce mode intended for straights, where the front wing is the first element to be hit by airflow, and the high-downforce mode designed for cornering. One of the most interesting aspects is that the zones in which full active aerodynamics or the partial mode can be activated will not necessarily coincide, adding another layer of complexity to race management.
Because opening only one of the two wings can create aerodynamic imbalances, especially in sections with gentle bends or uneven surfaces, some circuits will feature differentiated activation zones. In certain areas, drivers will be allowed to use active aerodynamics on both the front and rear wings. In others, if deemed necessary by the race director, only the front movable wing will be permitted, with the rear wing remaining closed.
If track conditions improve, the race director will be able to re-authorise the use of full active aerodynamics on both axles and restore the complete length of the activation zones. In all cases, the specific instructions to the teams will be communicated in advance and made public before the start of the Grand Prix weekend.
Another important change introduced in the latest draft of the regulations concerns the removal of articles that previously required active wings to be closed under Safety Car conditions or yellow flags. This means that, even during neutralised phases or when a yellow flag is displayed, drivers will be allowed to continue using the movable wing to reduce drag on the straights and save energy.
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