Compared to last year, a clear shift in direction is beginning to emerge. The new 2026 regulations have reopened the debate between push rod and pull rod front suspension layouts. Many teams are returning to the push rod concept, driven primarily by aerodynamic requirements and the new front wings, which now influence geometry and airflow far more than purely mechanical considerations.
Every regulatory change brings new ideas, but also concepts and interpretations that can spread across multiple teams, creating real technical trends. In the previous technical cycle, this phenomenon was particularly evident in suspension design, where very different philosophies emerged at the front end, especially in the final year.
Half of the grid had adopted a pull rod layout, while the other half followed the opposite philosophy with push rod suspension. This was far from a marginal difference. One clear example was Haas, which decided not to purchase Ferrari’s latest specification because between the 2024 and 2025 cars there had been a change in suspension layout. That switch would have required a rethink of part of the airflow management towards the rear of the car.
So far, of the seven cars seen on track in recent weeks, five have opted for a push rod layout, including some teams that followed the opposite approach last year. This is the case for Red Bull and Racing Bulls, which share the same mechanical platform, and Audi, formerly Sauber until last season.
They are joined by Mercedes and Haas, with the latter sharing its mechanical architecture with Ferrari. The Scuderia will use a push rod layout both at the front and at the rear. In contrast, only two teams have so far chosen the pull rod solution: Cadillac and Alpine. Both cars have already taken to the track for an initial filming day, aimed at checking system functionality ahead of the Barcelona tests.
At the rear, the choice appears largely uniform, with most teams opting for a push rod layout. This is mainly due to the need to optimize packaging and make the most of a diffuser that remains very large. At the front, however, the dilemma remains wide open.
During the previous ground-effect technical cycle, many teams adopted a pull rod front suspension for aerodynamic reasons. According to several engineers, this solution helped manage airflow from the front wing and turbulence generated by the tyres more effectively, allowing air to be directed more efficiently towards the central and rear areas of the car, depending on the positioning of the suspension arms. These benefits also had a positive impact on ride height management and overall setup.
That said, this is now a different technical cycle, and the challenges facing the 2026 cars are very different. It is no coincidence that many teams are returning to a front push rod layout, as was common before the ground-effect era. This solution is also simpler from a setup perspective, as the components are located in the upper part of the chassis.
The topic was also discussed during McLaren’s season launch press conference. The Woking-based team has not yet revealed the shapes of the MCL40, which will also be one of the cars not running on the first day of testing in order to maximize development work. Even so, the choice of suspension layout was one of the subjects addressed by the designers.
“I’d say push rod or pull rod… different cars used one or the other last year and in previous years. In reality, it’s an aerodynamic choice, meaning which front suspension layout best suits your front wing,” explained McLaren technical director Rob Marshall.
The choice of layout, more than being driven by mechanical reasons, is closely linked to aerodynamics and is strongly influenced by the shape of the front wing. Even in these first weeks, clear differences in concept have already emerged. Until last year, teams were trying to maximize outwash, while this year the FIA has attempted to limit that effect. In addition, the role of the flaps will change with the introduction of active aerodynamics.
It is no coincidence that, during the development phase, teams explored dozens of front-end concepts, fully aware of their strategic importance. The front wing is the first element to interact with the airflow and defines how air is managed along the entire car. This choice affects not only suspension geometry but also influences several setup decisions at the rear.
“Obviously, the new front wings are all different this year. So the way the teams you’ve seen so far have developed their cars is to arrange the suspension arms around the aerodynamic package of the front wing and the entire front end. It’s a choice driven mainly by aerodynamics. Mechanically, both solutions are fairly straightforward to implement.”
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