Austrian GP 2026 – Friday at the eighth round of the 2026 Formula 1 World Championship, held at the Red Bull Ring, was packed with technical innovations. Almost every team arrived in Spielberg with new developments, although the scale of the updates varied considerably. While some teams introduced major upgrade packages, others focused on smaller refinements designed specifically to optimise their cars for the characteristics of the Austrian circuit.
As discussed in our previous analyses (F1, Austrian GP 2026: what to expect from the top teams) and (Austrian GP: extreme heat could become the decisive factor), the Styrian circuit is experiencing exceptionally high temperatures, with track temperatures reaching around 50°C. Conditions are therefore very similar to those seen in Barcelona, encouraging many teams to adapt both their aerodynamic packages and cooling solutions.
Austrian GP 2026 – Ferrari SF-26 upgrades
Thanks to confirmation from Ferrari power unit chief Enrico Gualtieri (Official confirmation: Ferrari brings its new engine to Spielberg), we know that Ferrari has introduced a new specification of its 067/6 power unit in Austria. This represents an important upgrade package that affects the overall performance of the engine. It is also worth highlighting Shell’s contribution, with the fuel supplier introducing changes to the fuel’s energy density in an effort to maximise the performance of the revised power unit.
Ferrari’s development programme does not stop there. Numerous images from the paddock have revealed several additional modifications aimed at helping the team find the ideal setup while extracting maximum performance from the SF-26 (Austrian GP – Ferrari keeps pushing: here’s every SF-26 upgrade).
To begin with, Ferrari has brought two different front wing specifications to Spielberg. The first is the Barcelona specification, which has been further revised through modifications to the footplate, achieved by repositioning the longer flap, along with changes to the diveplane, which now appears to feature a slightly different profile. Alongside this version, Ferrari also brought the pre-Barcelona front wing, which does not feature the diveplane.
The objective is likely to compare both specifications in identical conditions to determine which one delivers the best overall aerodynamic performance and integrates more effectively with the rest of the car.
During FP1, Ferrari equipped Lewis Hamilton and Dino Beganovic with two different floor board configurations. Lewis Hamilton’s SF-26 featured a single vertical element combined with shorter louvres, while Dino Beganovic ran the post-Miami specification with multiple vertical elements. The differences did not end there. Dino Beganovic’s diffuser was not fitted with the FTM system, whereas Lewis Hamilton’s car retained it, allowing Ferrari to compare different aerodynamic solutions ahead of qualifying.
Later in FP2, both Ferrari SF-26 cars switched to floor boards featuring a single vertical element and a louvre arrangement that appeared more open and slightly shorter than before.
Another important development for Ferrari this weekend is the introduction of an engine cover featuring numerous cooling louvres, clearly indicating the team’s increased cooling requirements. The combination of thin air caused by Spielberg’s altitude and the exceptionally high temperatures has forced Ferrari to maximise airflow through the power unit.
The final significant Ferrari update concerns the keel section of the floor. Engineers introduced two additional flaps: one directs airflow downward while the other guides it upward, accompanied by a revised profile for the keel itself. The aim is to optimise airflow management in one of the most critical areas of the floor, as the keel is the first section to interact with airflow arriving from the front wing.
Austrian GP 2026 – Red Bull RB22
As expected before the weekend, Red Bull has introduced its first major upgrade package of the season. The FIA’s official update document is one of the longest on the grid. The most significant improvement is undoubtedly weight reduction, bringing the RB22 to within approximately one kilogram of the minimum weight limit.
Building on developments introduced in Monaco and Spain, Red Bull has continued refining its front wing. The aerodynamic profiles have been adjusted to transform the high-downforce Monaco configuration into a more efficient outwash-focused solution suitable for Barcelona and now Spielberg.
Further back, the floor features an updated keel, while the new floor boards represent one of the most substantial developments. Their inlet profiles appear capable of capturing more airflow, while the previous upwash effect has been almost completely eliminated. Changes have also been made to both the upper and lower louvres.
This suggests another important step in Red Bull’s airflow management philosophy, particularly in an area that plays a crucial role in directing clean airflow toward the rear of the car before it is accelerated through the diffuser to generate downforce.
Red Bull has also revised the shape of its sidepods, which now appear slimmer, especially around the cooling inlets. The outer edges have likewise been modified to improve airflow management and cooling efficiency. New cut-outs ahead of the rear wheels are another notable feature, designed to reduce turbulence generated by the tyres.
The diffuser itself also features an evolution of Red Bull’s FTM concept. Rather than remaining confined to the exhaust area, the system now appears to extend further beyond it. In addition, the flap positioned ahead of the exhaust outlet is both larger and more steeply inclined than before, allowing greater use of the combustion gases for aerodynamic benefit.
Red Bull has also updated the rear wing support pylons for aerodynamic reasons. Finally, the rear suspension has been revised through the repositioning of several suspension arms to improve airflow management while also helping deliver a stable rear end capable of generating the strong traction required at the Red Bull Ring.
Like several other teams, Red Bull has also introduced a revised engine cover featuring multiple cooling louvres, although they are noticeably smaller than those used by Ferrari.
Austrian GP 2026 – Mercedes W17 and McLaren MCL40
Contrary to expectations, Mercedes arrived in Austria with two technical updates. The first concerns the engine cover, which now features additional cooling slots above the sidepods together with a narrower rear outlet for airflow exiting the engine cover. The second update focuses on the front suspension, where one suspension arm has been modified primarily for aerodynamic purposes.
The rear diffuser has also been revised following the recent technical debate with Ferrari, although Mercedes has retained the core philosophy of the design. The long, pointed diffuser teeth that previously helped generate additional downforce have now been replaced by smaller, shorter elements.
McLaren, meanwhile, was unable to introduce its highly anticipated reverse front wing in Austria after it failed the FIA’s static load tests a few days earlier. The component has therefore returned to the factory for further analysis and development.
Instead, McLaren has returned to the front wing first tested in Canada but initially rejected, suggesting that engineers now believe the design has finally reached the desired performance level.
Even without the reverse wing, the papaya team has introduced updated brake duct inlets to improve brake cooling. The positioning of the rear wing in low-drag configuration has also been revised to reduce aerodynamic resistance on the straights. In terms of cooling, McLaren’s engine cover now closely resembles the Mercedes solution, particularly regarding the arrangement of its cooling louvres.
Austrian GP 2026 – The rest of the grid
Several of the midfield teams also arrived in Austria with interesting technical developments.
Audi introduced a very open engine cover with large cooling louvres to maximise power unit cooling. Beyond a small modification to the diffuser, the German manufacturer has also developed an innovative rear wing inspired by Mercedes. The wing incorporates three additional flap elements, each equipped with its own endplate, effectively creating miniature secondary rear wings positioned at both ends and in the centre to increase downforce. Audi has also updated the front wheel fairings, sections of the rear floor and the rear wheel fairings.
Alpine focused primarily on the front of the car by introducing a completely new front wing. Every aerodynamic profile has been redesigned, from the main plane to the final flap, abandoning the previous spoon-shaped concept in favour of a more conventional design used across much of the Formula 1 grid.
The endplates have also been modified through the addition of a footplate flap designed to enhance the outwash effect. Meanwhile, the nose now appears shorter and bulkier around the actuator area, likely to generate additional local downforce. Alpine has also revised both its diffuser and front wheel fairings.
Special mention should be given to Cadillac, which has effectively introduced an entirely new “B-spec” car, judging by the sheer number of updates listed in the FIA documentation. One interesting point is that Cadillac has not adopted Ferrari’s latest power unit specification, most likely because of chassis integration considerations.
Cadillac’s changes range from major aerodynamic components such as the diffuser to smaller micro-aerodynamic details, including revised mirror supports. Additional cooling modifications have also been made through updated engine cover louvres specifically adapted for the demands of the Austrian Grand Prix.
Haas has focused on improving the front brake ducts to optimise airflow management while also introducing a diffuser solution similar to Mercedes, featuring a serrated trailing edge designed to increase rear downforce.
Regarding engine cooling, Haas has adopted an engine cover philosophy that closely resembles McLaren’s, while Aston Martin has opted for a much more aggressive cooling solution featuring very large and numerous cooling louvres.
Finally, Racing Bulls has concentrated its efforts on the diffuser area by lowering the position of the exhaust outlet to improve airflow management. This solution is expected to contribute to increased rear downforce, helping improve the car’s overall aerodynamic efficiency around the Red Bull Ring.
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