(Motorsport-Total.com) – The introduction of active aerodynamics on the front wing as well has influenced Formula 1 cars for the 2026 season significantly more than it seems at first glance. The decision was inevitable, primarily for balance reasons.
Read more David Coulthard doubts Sergio Perez: «Valtteri Bottas is better prepared»
Without active aerodynamics on the front wing, the cars could have been extremely difficult to drive, especially since the activation zone on some tracks starts earlier than previously with DRS.
In this technical revolution for 2026, a particularly interesting detail is visible on the front wing, proving how the greater design freedom in the regulations has enabled completely new and, above all, creative solutions.
Until last year, mechanics used vertically mounted actuators directly on the flaps during pit stops to change their angle of attack. This solution was practically mandatory because the flaps on both sides of the nose were not connected to each other and therefore had to be adjusted individually.
However, the 2026 regulations bring significantly more freedom, and the fact that the wing adjustment system is often located under the nose has prompted some racing teams to redesign the overall concept.
Various teams have integrated the mechanism directly into the system that controls the active aerodynamics. A clever solution that allows the two external actuators to be removed, thereby cleaning up the aerodynamics in this area.
What disadvantage the new variant has
However, this made it necessary to redefine the point where mechanics intervene with their tools. At Mercedes, McLaren, and Red Bull, for example, a small opening has appeared in the nose through which mechanics can adjust the front wing angle using a special gun.
Turning clockwise raises the wing, which increases downforce on the front axle. Turning in the opposite direction lowers the wing, which relieves the front axle and restores balance with the rear.
While the solution brings aerodynamic advantages, it can slightly complicate the pit stop procedure. For instance, a mechanic must position themselves directly in front of the nose, close to the person operating the front jack.
Read more Coulthard expresses concerns about Sergio Perez: «Bottas is better prepared»
In contrast, teams that have kept their two actuators on the flaps can continue to work according to the proven method, i.e., with one mechanic on each side of the front wing, who is not in anyone’s way and follows a familiar routine.
Among the teams that have retained the actuators on the flaps is Ferrari. However, the Scuderia’s solution is particularly interesting as it differs from its competitors in several points.
The special solution at Ferrari
Looking at the Cadillac wing, for example, it shows that the profile is divided into three sections: a fixed area prescribed by the regulations near the endplate, a very narrow section containing the actuator, and finally the part that actually changes the angle of attack.
At Ferrari, the wing is also divided into three parts, but the configuration differs significantly. The outer area naturally remains fixed, but the actuator is located further inboard.
As a result, the part of the movable flap that is excluded from the adjustment is slightly larger, while only the largest section is actually moved. The result is a kind of small offset between the two areas.
Audi also took the opportunity to revise the system for adjusting the angle of attack during the introduction of the new front wing in Bahrain. Since the core functional principle has remained the same, the engineers in Hinwil have placed a small hole in the area of the mechanism for the movable wing on the main profile, which is connected to the two flaps.
Through this opening, an adjustment gun can be inserted to adjust the angle of attack, for example, during a pit stop.
Read more Why rain and wet conditions could still become a problem for the teams