As part of efforts to increase the performance of the cars to adapt to the characteristics of the new turbo hybrid engines which feature a 50/50 power split between the internal combustion engine and the battery, the new cars will feature a mobile aerodynamic.
The idea is that the car’s wings will be able to operate in a high downforce configuration in the corners to help provide grip, before switching to a low-drag configuration on the straights to help increase straight line speed.
One route explored was for only the rear wing to be movable, as it could then easily work in conjunction with the DRS and would be the least complicated solution.
But it is understood that work has also been carried out to find a way for the front wing to also be active, so that the elements help to wedge the aero, thereby reducing downforce and drag.
However, as some teams have recently evaluated what is known as the “Fangio” base car model in simulators to try to understand how it would work, some worrying features have emerged.
According to sources, when the rear wing was in its lowest drag configuration and the engine was running at full power, the car was almost impossible to drive – with many examples of drivers spinning out in straight line under acceleration or were unable to take the slightest turn without the rear going out.
This was triggered by a change in aerodynamic balance that was estimated to be three times greater than that currently experienced when the DRS is open.
One insider even suggested that the only way to stop cars from spinning out was to drive so carefully that lap times ended up being slower than current Formula 2 machines.
It is understood that FIA representatives recently visited the teams’ facilities to better understand what is happening and what can be learned from the simulator results.
And FIA sources have revealed that the conclusion has been reached that the moving aeroplane will not work with the way things have been tested at the moment.
Instead, the FIA has decided that the 2026 aerodynamic plan will need to integrate the front and rear wings working more collaboratively with each other if the cars are to deliver the expected performance characteristics. This probably means something further up front.
By ensuring that both wings work together, this should help reduce the aerodynamic balance shift that causes problems in the simulator.
As efforts continue to define aerodynamic regulations before the end of June, Red Bull team principal Christian Horner said he was pleased the FIA was listening to teams’ concerns about what they were finding out.
He warned last year that there was a risk F1 would end up with “Frankenstein cars” because of the way chassis rules had to adapt to powertrain choice.
“I think there has been good progression,” Horner told Autosport. “I think the FIA has taken some feedback into account and some changes have been made.
“We are waiting for the regulations on the chassis, which will now be a fundamental part of the 2026 package and how it will interact with these powertrains.
Photo by: Mark Sutton / Motorsport Images
“The various working groups are working hard on this and it is important that we conclude something in the near future.”
When asked if the teams’ results on the simulator were a cause for concern, Horner replied: “The rules are the same for everyone at the end of the day.
“So it’s about how you apply them and translate them. I don’t think we’re afraid of the rules, whatever they are, because it’s the same starting point for everyone.
“When they are finalized, that’s when we will undoubtedly discover the issues with the rules, but it’s no different than any other regulatory change.”
As part of efforts to increase the performance of the cars to adapt to the characteristics of the new turbo hybrid engines which feature a 50/50 power split between the internal combustion engine and the battery, the new cars will feature a mobile aerodynamic.
The idea is that the car’s wings will be able to operate in a high downforce configuration in the corners to help provide grip, before switching to a low-drag configuration on the straights to help increase straight line speed.
One route explored was for only the rear wing to be movable, as it could then easily work in conjunction with the DRS and would be the least complicated solution.
But it is understood that work has also been carried out to find a way for the front wing to also be active, so that the elements help to wedge the aero, thereby reducing downforce and drag.
However, as some teams have recently evaluated what is known as the “Fangio” base car model in simulators to try to understand how it would work, some worrying features have emerged.
According to sources, when the rear wing was in its lowest drag configuration and the engine was running at full power, the car was almost impossible to drive – with many examples of drivers spinning out in straight line under acceleration or were unable to take the slightest turn without the rear going out.
This was triggered by a change in aerodynamic balance that was estimated to be three times greater than that currently experienced when the DRS is open.
One insider even suggested that the only way to stop cars from spinning out was to drive so carefully that lap times ended up being slower than current Formula 2 machines.
It is understood that FIA representatives recently visited the teams’ facilities to better understand what is happening and what can be learned from the simulator results.
And FIA sources have revealed that the conclusion has been reached that the moving aeroplane will not work with the way things have been tested at the moment.
Instead, the FIA has decided that the 2026 aerodynamic plan will need to integrate the front and rear wings working more collaboratively with each other if the cars are to deliver the expected performance characteristics. This probably means something further up front.
By ensuring that both wings work together, this should help reduce the aerodynamic balance shift that causes problems in the simulator.
As efforts continue to define aerodynamic regulations before the end of June, Red Bull team principal Christian Horner said he was pleased the FIA was listening to teams’ concerns about what they were finding out.
He warned last year that there was a risk F1 would end up with “Frankenstein cars” because of the way chassis rules had to adapt to powertrain choice.
“I think there has been good progression,” Horner told Autosport. “I think the FIA has taken some feedback into account and some changes have been made.
“We are waiting for the regulations on the chassis, which will now be a fundamental part of the 2026 package and how it will interact with these powertrains.
Photo by: Mark Sutton / Motorsport Images
“The various working groups are working hard on this and it is important that we conclude something in the near future.”
When asked if the teams’ results on the simulator were a cause for concern, Horner replied: “The rules are the same for everyone at the end of the day.
“So it’s about how you apply them and translate them. I don’t think we’re afraid of the rules, whatever they are, because it’s the same starting point for everyone.
“When they are finalized, that’s when we will undoubtedly discover the issues with the rules, but it’s no different than any other regulatory change.”