The discussion centers on the cars we will see on track next season, entirely new projects that will introduce several innovations, including the so-called Straight Line Mode (SLM). This system is an evolution of the DRS and is designed to reduce drag on straights, allowing cars to reach higher speeds while helping recharge the substantial batteries of the new power units, which is the main challenge under the new technical regulations. Unlike DRS, the SLM will be used in specific zones of the circuit without additional constraints. For example, if the FIA designates four SLM zones on a track, each driver can activate active aerodynamics even when not near an opponent.
During the final stages of defining the 2026 regulations, a discussion took place between FIA officials and team representatives. Initially, the FIA proposed managing SLM similar to how DRS is currently regulated, meaning it would only be activated under green flags and locked during yellow flags, safety car, or virtual safety car periods. What initially appeared to be standard practice led to prolonged negotiations, with all teams unified in requesting that SLM remain usable regardless of track conditions.
The teams requested — and obtained — the ability to deploy the front and rear wings under any dry track conditions, and they explained the reasoning behind this. The 2026 cars are built around active aerodynamics, and there had initially been a proposal to allow drivers full control over wing deployment. However, the FIA rejected this idea for safety reasons. The ride height, a critical performance parameter, was calculated with SLM active, meaning cars on the straights will be set to the correct height with reduced aerodynamic load thanks to Straight Line Mode.
Locking the system poses a significant risk, even at lower speeds, because the increased downforce could push the car towards the asphalt, potentially damaging the plank and floor. Teams also cited scenarios such as a driver being called to un-lap themselves at the end of a safety car period, requiring a lap at speed with closed wings. The risk of damaging the floor in such situations was deemed too high.
Perhaps the most surprising aspect is that teams have requested the ability to keep SLM active even in wet conditions. This proposal is still under discussion, and no final decision has yet been announced in the Austin paddock.
According to Motorsport.com, the proposed compromise could see the rear wing closed during wet conditions, while the front wing would remain open at 50% of its normal dry track setting.
On wet tracks, aquaplaning is the main concern. Although intermediate and full-wet tires are less efficient than slicks, cars with closed wings would still generate enough downforce to bring the car closer to the ground, increasing the risk of losing control.
Some technical directors have pointed out that even this compromise poses challenges. Reducing load only on the front axle creates a downforce gap between front and rear tires, with the front tires potentially at risk of a temperature drop.
Teams appear willing to accept this risk, as there seems to be consensus on using SLM (even partially) in wet conditions. Between the danger of approaching the asphalt too closely and managing front tire temperature, the latter is considered more controllable.
Another interesting scenario concerns changing track conditions during a race. Switching from slicks to wet tires (or vice versa) would require adjusting the front wing deployment from 100% to 50%, or vice versa, which would need a manual intervention. The current proposal is for this adjustment to occur in the pit lane when the driver changes tire type.
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