The first images and renders of the 2026 Formula 1 cars are beginning to offer some interesting clues about the design choices adopted by the teams, particularly when it comes to front and rear suspension layouts.
One of the most significant cases analysed by Gary Anderson of The Race.com is Haas. The American team, which uses Ferrari-derived technical solutions through its partnership with Maranello, appears in the renders to feature a push-rod configuration at both the front and the rear, provided that the published images accurately reflect the final race car. This setup represents a useful reference point for understanding Ferrari’s own likely approach.
A similar solution also seems to be emerging at Audi, formerly Sauber, although the available images are still limited. Red Bull and Racing Bulls, based on their respective presentations, also appear to be adopting a push-rod front suspension. Cadillac, by contrast, seems to be leaning towards a different configuration, with a pull-rod at the front and a push-rod at the rear, a choice that had become increasingly common towards the end of the previous regulatory cycle.
Push-rod versus pull-rod
The push-rod and pull-rod are the components that connect the wheel assembly to the internal suspension system. In a push-rod configuration, the movement generated by the wheel is transmitted through compression, while in a pull-rod system it is transferred through tension. The main difference lies in the positioning of the internal components and the resulting packaging implications.
At the front of the car, a pull-rod allows the centre of gravity of the suspension system to be lowered, a theoretical advantage that remains valid in any era. However, this solution requires a more complex installation, as all the components are positioned in the lower part of the chassis. A push-rod layout, on the other hand, places the assembly higher up, making access and set-up adjustments easier.
At the rear, packaging challenges become even more pronounced. With the maximum wheelbase reduced under the 2026 regulations, space in the lower area of the car is taken up by the gearbox, clutch and transmission. A push-rod configuration therefore allows for a more straightforward arrangement of components and offers greater freedom in managing the mechanical set-up.
From an aerodynamic perspective, the impact of suspension choices remains under evaluation. With the introduction of active aerodynamics, it will be more complex to use the front suspension arms to manage airflow exiting the front wing. A slimmer cross-section, as typically associated with a pull-rod layout, could offer advantages, but the overall picture is still far from definitive.
Overall, the first indications suggest that the 2026 regulations are pushing teams towards highly pragmatic solutions, where small compromises between mechanical design, aerodynamics and packaging could ultimately make the difference on track.
As the countdown to the 2026 season continues, these technical nuances will be the focus of intense development. While the switch to pushrod configurations seems to be the early trend, the diversity in the pit lane suggests that there is no single “magic” solution yet. For Ferrari and its technical partners, the challenge remains to find the perfect harmony between a stable mechanical platform and the radical new aerodynamic requirements of the next generation of Formula 1.
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