Grand Prix racing chiefs have openly considered introducing active aerodynamics from the start of the next rules era from 2026.
This was initially mooted as a way to help improve fuel efficiency, with cars able to have a low drag setup for the straights and then switch to a high downforce setup for corners .
But F1 rates go much further than that and use active aerodynamics to help improve the show.
This would most likely be a way for it to be used as an effective replacement for DRS to help improve the performance of pursuit cars – either through less wings on the straights or even more on the corners.
However, an idea is also being evaluated to be implemented as a way to hold off the race leader to face a tougher challenge from behind.
F1’s outgoing motorsport managing director Ross Brawn has revealed it is being considered to use it as a means of reducing downforce from the race leaders to ensure they cannot easily get out of the way .
Carlos Sainz, Ferrari F1-75
Photo by: Alessio Morgese
Speaking in an exclusive interview with Autosport magazine this week, Brawn said F1 chiefs had started thinking about how best to use active aero.
“One of the big things about the 2026 car is whether we have active aerodynamics,” Brawn said. “I think it’s an efficiency step that’s very appealing.
“There is still some sorting out to see how it can be done, and whether it can be done in a safe and predictable way. But, active aerodynamics, we have them half right now with DRS, because DRS is active aerodynamics.
“But can you do something much more meaningful?
“If you have active aerodynamics, then of course you could affect the car in front. You could have a proximity [that] once you reach a certain degree, the car in front of you loses some downforce and you gain some downforce. There are tricks you can play with this. It becomes an opportunity.
“I’m not saying we would do that, but it becomes an opportunity. So the 2026 car is the lesson learned from what we have now and I think we will incorporate some form of active aerodynamics.
This idea of active aerodynamics, which could be called “reverse DRS” to reduce the aerodynamic performance of a car, should be carefully evaluated before being implemented.
But Brawn said a team of FIA experts, including aerodynamics chief Jason Sommerville who left F1, were well prepared to dig deep and fully understand the implications.
“We concluded in the end that he was better placed under the FIA because they would have full access to the data,” he said of Sommerville’s move there. “There would be no confidentiality issues. Not that there ever was, but now that we’re in the implementation phase, Jason and his team need to see real car data. And within the FIA, they can do that.
“They are very keen on racing ability. I sometimes get a text… like in the sprint in Brazil, Jason texted me [saying]: ‘Fantastic racing, really happy to see the cars running so well’ and that sort of thing. So they are passionate about making sure we have race cars now. They saw the light.
Find out more in this week’s issue of Autosport magazine.
Grand Prix racing chiefs have openly considered introducing active aerodynamics from the start of the next rules era from 2026.
This was initially mooted as a way to help improve fuel efficiency, with cars able to have a low drag setup for the straights and then switch to a high downforce setup for corners .
But F1 rates go much further than that and use active aerodynamics to help improve the show.
This would most likely be a way for it to be used as an effective replacement for DRS to help improve the performance of pursuit cars – either through less wings on the straights or even more on the corners.
However, an idea is also being evaluated to be implemented as a way to hold off the race leader to face a tougher challenge from behind.
F1’s outgoing motorsport managing director Ross Brawn has revealed it is being considered to use it as a means of reducing downforce from the race leaders to ensure they cannot easily get out of the way .
Carlos Sainz, Ferrari F1-75
Photo by: Alessio Morgese
Speaking in an exclusive interview with Autosport magazine this week, Brawn said F1 chiefs had started thinking about how best to use active aero.
“One of the big things about the 2026 car is whether we have active aerodynamics,” Brawn said. “I think it’s an efficiency step that’s very appealing.
“There is still some sorting out to see how it can be done, and whether it can be done in a safe and predictable way. But, active aerodynamics, we have them half right now with DRS, because DRS is active aerodynamics.
“But can you do something much more meaningful?
“If you have active aerodynamics, then of course you could affect the car in front. You could have a proximity [that] once you reach a certain degree, the car in front of you loses some downforce and you gain some downforce. There are tricks you can play with this. It becomes an opportunity.
“I’m not saying we would do that, but it becomes an opportunity. So the 2026 car is the lesson learned from what we have now and I think we will incorporate some form of active aerodynamics.
This idea of active aerodynamics, which could be called “reverse DRS” to reduce the aerodynamic performance of a car, should be carefully evaluated before being implemented.
But Brawn said a team of FIA experts, including aerodynamics chief Jason Sommerville who left F1, were well prepared to dig deep and fully understand the implications.
“We concluded in the end that he was better placed under the FIA because they would have full access to the data,” he said of Sommerville’s move there. “There would be no confidentiality issues. Not that there ever was, but now that we’re in the implementation phase, Jason and his team need to see real car data. And within the FIA, they can do that.
“They are very keen on racing ability. I sometimes get a text… like in the sprint in Brazil, Jason texted me [saying]: ‘Fantastic racing, really happy to see the cars running so well’ and that sort of thing. So they are passionate about making sure we have race cars now. They saw the light.
Find out more in this week’s issue of Autosport magazine.