Tombazis reassures on 2026: “The new cars will be able to follow each other much more closely”
Nikolas Tombazis is optimistic that the aerodynamics of the next generation of Formula 1 cars will make it easier for drivers to follow closely on track. Improving overtaking opportunities was one of the main objectives of the ground-effect regulations introduced in 2022, but aerodynamic disturbance for the chasing car has gradually worsened since then, even if it has not returned to the extreme levels seen in 2021.
The FIA has carried out several analyses to identify the reasons behind this slow degradation, with the aim of limiting it ahead of the next regulatory cycle. According to Tombazis, the FIA’s single-seater technical director, the upcoming Formula 1 cars should once again allow for closer racing and more sustained on-track battles.
The current situation
From the point of view of wheel-to-wheel action, the 2025 season delivered less spectacle than previous years. There are several reasons for this, including the convergence in performance across the grid and the increased robustness of the latest Pirelli tyres, which are subject to lower degradation than in the past.
Both factors reduce pace differences between cars during a race, limiting situations in which the chasing driver has a sufficient speed advantage to attempt an overtake. As a result, even when cars run close together, it is often difficult to turn that proximity into a genuine passing opportunity.
Part of the responsibility also lies with the aerodynamic development of the cars themselves, as Nikolas Tombazis explained: “At the beginning, the 2022 cars represented a significant improvement in wake characteristics. I do not remember the exact numbers, but the downforce for a following car at a distance of 20 metres went from about 50% with the previous generation of cars to roughly 80–85% at the start of 2022.
“Gradually, there has been a decline during the regulatory cycle to the point where we are now at around 70%. This is the reason why cars struggle more to follow each other compared to 2022, even though the situation is still better than in 2021. We believe that at the start of the new cycle we will be around 90% or something similar.”
The same topic was addressed in May by Tim Goss, Chief Technical Officer of Racing Bulls, who in an interview with FormulaPassion explained how the loss of downforce in 2021 was still greater than that recorded in 2025: “The goal of these regulations was to facilitate close following. Teams were sceptical at first, but then they acknowledged that the new rules worked.
“This was evident from aerodynamic measurements using Pitot tubes mounted on the nose. It was clear that the new regulations had improved this aspect, but over the years progressive development has eroded these gains, without ever returning to the levels of 2021.”
Expectations for 2026
Looking ahead to the next set of regulations, Nikolas Tombazis says he is confident that the new Formula 1 cars will further reduce aerodynamic disturbance for the chasing driver: “Clearly, with the new regulations one expects a larger initial spread across the grid, but from an aerodynamic point of view we expect the cars to be able to follow each other much more closely than they do now.
“Wake characteristics have improved significantly and we believe we have understood how to implement the lessons learned from the 2022 cars into the new aerodynamic regulations.”
Nikolas Tombazis also highlighted specific areas of the current rules where development has led to unintended consequences: “We have learned that in some areas of the current regulations there have been loopholes, or solutions that caused a significant deterioration. Front wing endplates are clearly one area where this happened, with shapes evolving to allow a certain outwash effect.
“The internal ducts of the front brakes have also worsened the wake characteristics, as has the edge of the floor. All these areas have gradually contributed to degrading the behaviour of the current cars.”
The solutions mentioned all pursue the outwash effect, pushing airflow outward to move turbulence generated by the front wheels away from the floor. In this respect, teams have an interest that is opposite to that of the FIA, which has designed the next generation of cars around the concept of inwash, drawing the airflow inward.
Nikolas Tombazis concluded: “In developing the 2026 regulations we believe we have learned a great deal from this, and we hope to maintain good wake characteristics for a longer period, or at least avoid a similar level of degradation. There will certainly be some decline, but we hope not as much as during this regulatory cycle.”
With active aero set to replace traditional DRS and enable low-drag modes on straights, combined with closed loopholes, the FIA aims to sustain close racing throughout the new era. This could prove pivotal in delivering the thrilling overtakes and intense duels that F1 fans crave, especially as teams adapt to the sustainable fuels and hybrid boosts defining the future of the sport.
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