Analysis of 2026 aero concepts had left sim drivers experiencing some bizarre phenomena – together with difficulties in spinning out on the straights underneath acceleration in low-downforce configuration, or being unable to run wherever close to flat out in what needs to be high-speed corners.
The state of affairs hinted at F1’s rule makers doubtlessly being on the backfoot with its preparations for the brand new guidelines period, the place grand prix racing can be present process maybe its greatest regulatory change ever with all-new engine and chassis.
Nonetheless, as efforts proceed to finalise the brand new automotive rules, Autosport has realized extra concerning the actuality of these sim tales – and the way the drama of the findings have been really a part of the plan to show sure ideas wouldn’t work in any respect.
Certainly, relatively than F1 and the FIA sharing the alarm that groups discovered from the sim operating, the teachings have really added readability to the path that must be taken as grand prix racing strikes in direction of the foundations getting signed off in June.
Discovering out what doesn’t work
As a part of a a lot better working relationship between the FIA and groups, lots of effort in framing future concepts for rules includes them working collectively – as occurred rather a lot with the 2022 rules.
In any case, the groups are those who perceive extra the aggressive calls for and efficiency traits of automobiles, and have at their disposal state-of-the-art simulator and simulation amenities to raised future-proof stuff.
Fernando Alonso with the Aston Martin F1 Crew AMR24 Simulator
Photograph by: Aston Martin
Amid the efforts to type out the 2026 aero rules, the FIA has once more been assisted by groups in engaged on what is named the ‘Fangio’ mannequin – the bottom define of the brand new chassis and aero guidelines.
However there have been two key questions that wanted answering within the latest simulation work that threw up the tales.
The primary was what was the minimal downforce stage that an F1 automotive might get away with if the energetic aero was in its lowest place.
And the second was answering a query prompted by one unidentified crew. This squad believed the energetic aero might work with solely the rear wing shifting – one thing that F1 and the FIA have been by no means satisfied about.
To get solutions, a piece plan was put in place involving three groups. This included a complete 1,000 aero runs between them in latest weeks, in addition to some simulator work on high to assist fine-tune the weather and get the 2 solutions wanted.
George Russell, Mercedes F1 W15, Esteban Ocon, Alpine A524, Valtteri Bottas, Kick Sauber C44
Photograph by: Andy Hone / Motorsport Images
On the primary query, lots of progress was made with aero mapping and improvement to provide the FIA the path wanted to finalise the energetic aero specifics.
And on the second level of not having a moveable entrance wing, the simulator runs – which included these alarming spins – delivered a particular reply: there was no method energetic aero might contain simply the rear wing.
As one supply near the event of the brand new guidelines mentioned: “It completely confirmed what we thought within the first place. The entire groups mentioned: ‘Yep, you’ve obtained to regulate the entrance wing for those who alter the rear wing’. It was no shock to us.”
The simulator runs duly confirmed that F1’s 2026 aero plans must embrace each the entrance and rear wing shifting, and have given a path for finding out the aero stability between the 2.
With the information from the simulator operating outlining the minimal wing angle that may be run on the again, allied to the vary of adjustment wanted on the entrance, the FIA is properly set to type out the remaining particulars over the following month or so.
How energetic aero will work – and what of DRS?
Whereas a number of the technical specifics and regulatory wording nonetheless want sorting, it’s understood that the essential framework of the energetic aero has been settled upon now.
Whereas when F1 first set out on the concept for energetic aero there was scope for there being 4 totally different states of the wing – which might cowl additional downforce for following automobiles in corners, a standard state, a low-drag state after which a DRS possibility – issues seems to have settled on a a lot less complicated resolution.
Valtteri Bottas, Kick Sauber C44
Photograph by: Simon Galloway / Motorsport Images
It’s understood that the additional downforce aspect and DRS states have gone. As an alternative, the energetic aero will contain the automobiles having two states – a standard setting for the automotive as it could seem when stationary, after which a low-drag state the place the wing angles come down.
The second state is prone to be activated mechanically at set zones across the observe to assist enhance high velocity – though how this works must be included in F1’s Sporting Laws relatively than it being a technical matter.
By having energetic aero zones, the efficiency of automobiles can then be adjusted and optimised for every observe, as DRS zones are carried out at current, to ensure that the automobiles are delivering what’s greatest for efficiency and spectacle.
Whereas DRS will likely be gone, that won’t imply the top of overtaking alternatives on straights.
As an alternative, a revision to the FIA’s 2026 technical rules just lately outlined a push-to-pass energy increase – generally known as ‘override mode’ – that can permit a driver to deploy further energy as much as 355km/h (220.5mph) for an overtake.
On track for June log off
Discussions concerning the 2026 chassis rules continued at a gathering of F1’s Technical Advisory Committee final week, and sources point out that the FIA and F1 are on target to hit the end-of-June deadline for the supply of framework chassis rules.
Some analysis can also be occurring to know if long run there’s a option to make the entrance wing have greater than two states, so it may be higher mapped for circuit calls for.
This is able to assist forestall groups needing to undertake costly improvement into aero elasticity that they use in the mean time to assist flex the wings on the straights to cut back drag.