Active aerodynamics on the 2026 cars is creating significant difficulties for engineers and technical staff, and the doubts surrounding this major regulatory shift continue to grow. The FIA is trying to intervene to prevent potential problems, but the number of critical issues linked to the new rules appears to be increasing rather than diminishing.
In less than one month, the new Formula 1 cars will be officially unveiled, yet the upcoming regulatory overhaul is already putting designers under serious pressure. Many engineers are becoming increasingly sceptical when faced with a technical revolution that seems extremely ambitious and complex, especially given the tight development timelines involved.
Among the most debated innovations for 2026 is active aerodynamics, particularly regarding how it will be used in specific and challenging conditions. This technology will allow teams to change the angle of incidence of both the front and rear wings in zones predefined by the FIA, with the aim of reducing aerodynamic drag and keeping energy consumption under control. The new power units, featuring an electrical component that will account for 50% of total output, will offer more limited energy autonomy, making management during a race far more complex.
Furthermore, reducing downforce on the straights will be essential to avoid excessive lowering of the car and abnormal wear of the plank. This aspect is becoming increasingly critical, as the plank remains a key regulatory component monitored closely by the FIA to prevent cars from running too low and gaining an illegal aerodynamic advantage.
The rain issue has become a real headache
It is precisely the question of wet-weather conditions that has raised the most concerns among the teams. Racing with the wings fully open would be far too dangerous, because the resulting loss of downforce would make the cars extremely unstable. On the other hand, running with the wings closed would increase energy consumption and significantly raise the risk of excessive contact with the asphalt.
The absence of a truly practical and safe solution is what is forcing the governing body to consider intermediate options. One proposal currently being discussed is to limit the opening of the front wing to 50%, even though this could create an aerodynamic imbalance between the front and the rear of the car, potentially affecting stability and tyre behaviour.
According to what has been reported by The Race, the FIA has also evaluated the possibility of reducing the length of the zones dedicated to active aerodynamics on the straights. This measure would reduce the amount of time during which the car is effectively pushed closer to the ground, helping to limit plank wear and improve overall safety. Another option that remains on the table is to reduce the angle of incidence of the front wing, which could help control vertical load without completely sacrificing efficiency.
FIA technical director Nikolas Tombazis explained that numerous alternatives have been analysed in detail and that a solution now appears to be close. However, time is running out, and the risk that the 2026 cars will suffer from typical early-development problems is very real. It is therefore likely that the first season under the new regulations will be largely dedicated to understanding and refining the cars, with the long-term goal of delivering a more spectacular and competitive Formula 1 product for the fans in the years that follow.
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