With the end of the year and the start of a new one, a new chapter opens in F1
The 2026 season has often been described as a clear break, a Formula 1 set to change dramatically under the push of new engines, revised aerodynamics, and the arrival of manufacturers like Audi and Cadillac, as well as the return of the Ford brand to a single-seater. The recently concluded technical cycle presented many challenges for engineers. Red Bull first, and McLaren later, were the two teams that best interpreted aerodynamics, mechanical design, and tyre management in the previous era. This know-how, however, remains partially transferable to the new cars. Active aerodynamics will not radically change the understanding of some concepts that became standard practice during the past four years. From a chassis perspective, visual continuity with current cars is expected to be greater than many might imagine, at least in the early prototypes.
In short, the 2026 cars will not completely break with the past, at least initially.
The 2026 cars will maintain continuity with the present while evolving
Formula 1 cars in 2026 will neither completely break with the present nor truly return to the past. The downward-sloping sidepods, now fully integrated into the aerodynamic and thermal design of the cars, will largely remain central to performance. Aerodynamic constraints are primarily volumetric rather than strictly related to the number or placement of elements. It is clear that performance differences will largely depend on the layout of packaging, particularly in relation to cooling systems, which remain the area with the most freedom. On the aerodynamic front, wings will be the true playground under the new regulations. Active aerodynamics is not seen merely as a gimmick to increase overtaking opportunities, but as a fundamental change in the role of the wing itself. The FIA’s rules do not dictate how many elements to use or where to place them, but rather what these elements must accomplish. One significant change will concern the rear wing architecture, which by regulation will now use a double-pylon design. Everything else will be subject to interpretation.
Red Bull and Ferrari return to front push-rod suspensions — why?
From a mechanical and suspension perspective, this is somewhat a return to the past. In 2025 cars, the floor with Venturi tunnels provided roughly over 1,500 kg of downforce at around 200 km/h. Its contribution to ground effect will be reduced by over 40% under the new rules, and the lack of direct Venturi channeling will make the mechanical work less focused on providing a low, stable platform. Our information suggests a partial return to a rake setup, similar to cars from 2020-2021, but not as extreme as, for example, Adrian Newey’s Red Bull of that era.
It is therefore unsurprising that several teams have shown renewed interest in front push-rod suspension. As we reported exclusively first with Ferrari and then with Red Bull, there is a general return to the front push-rod layout. The 2026 regulations reduce the advantage of aerodynamically extreme solutions while increasing the value of simplicity and clarity in design. With lower overall loads and without the complexity of the Venturi floor, the benefits of pull-rod setups are diminishing, leaving primarily packaging complexity in the cockpit area of the monocoque.
The 2026 season may be decided in a surprisingly overlooked area: fuel
In the narrative surrounding the new regulatory cycle, fuel is often relegated to a symbolic element of the sustainable transition. In reality, 2026 fuel will be far from a neutral fluid and will serve as a true design variable around which new power unit architectures are built. The requirement for fuel to be 100% sustainable does not mean it will be identical for all teams. “Sustainable” is a regulatory definition, not a chemical one. With the elimination of the MGU-H and a larger electric component, engine operating windows will become narrower and more sensitive. Shell, ExxonMobil, Petronas, and Aramco will not be mere suppliers, but fully technical partners.
Apparent advantages may exist for manufacturers who can rely on a well-established ecosystem with longstanding collaborations. For example, McLaren’s agreement with Motul, starting in 2026, concerns high-performance lubricants, particularly for transmission and mechanical systems, not fuel. McLaren will continue to use Mercedes power units and the fuel developed within Mercedes’ technical ecosystem, historically linked to Petronas. The 2026 season could therefore be remembered not only as a battle in aerodynamics or engines but also as a chemical battle, fought at the intersection of regulations and interpretation.
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