Not just power unit and gearbox: Cadillac to request suspensions from Ferrari. Cadillac, set to join the F1 grid as the 11th team in 2026, will have some advantages in designing its car.

Cadillac, the 11th F1 team approved for the World Championship starting in 2026, is already a thorn in the side of the teams currently at the back of the grid. After a tough battle to enter Formula 1, the American outfit will enjoy significant advantages in studying and designing next year’s car, as it will face fewer regulatory constraints on wind tunnel usage and CFD research hours—limitations that complicate operations for other teams.

Although the new team must adhere to the 2025 Budget Cap rules, as outlined in Article 10 of F1’s financial regulations, it will be allowed 115% of the standard wind tunnel time.

It is therefore no surprise that Cadillac is now under close scrutiny, as its entry into the championship next year allows the team to prepare for its debut without having to split wind tunnel time between its 2025 car and future projects, unlike its rivals.

Following the FIA’s decision to tighten front wing flex regulations from the Spanish GP onwards, teams that had planned to shift resources to their 2026 projects will now have to revise their strategies to comply with the new, stricter verification criteria. Meanwhile, TWG, not having a car on the grid in 2025, will have greater freedom of action.

Cadillac is using one of Toyota’s wind tunnels in Cologne, where former F1 consultant Pat Symonds has laid the foundation for developing aerodynamics around Ferrari’s power unit and gearbox. The Scuderia will supply the engine until General Motors is capable of producing its own unit, making the partnership with Ferrari strategic for ensuring a strong entry into F1 with a brand-new, inexperienced structure—though Cadillac is assembling a highly experienced team familiar with the sport.

Analyzing the 2026 technical regulations, the U.S. team could expand its collaboration with Maranello: in addition to the engine and gearbox, it might also request suspension components, following a model similar to the one adopted by the other American team, Haas, since its debut in 2015. There are no official confirmations yet, but this approach would not only secure a high-level technical foundation but also allow Cadillac to invest in other areas of development, particularly in recruiting the personnel needed to manage two cars throughout the season.

This strategy is a sound one, as it is pursued by other teams beyond just Haas with Ferrari. Examples include Racing Bull’s relationship with Red Bull and Aston Martin’s reliance on Mercedes’ rear-end components until now.