Temporada F1 2026 🏎

Iniciado por McHouserphy, Ene 02, 2026, 10:43 PM

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llumia

#48
Ene 22, 2026, 05:40 AM
N. Carpentiers, pone la lupa en la VSCARB-03:

La Racing Bulls VCARB 03 à la loupe



La VCARB 03 de Racing Bulls a effectué ses premiers tours à Imola, offrant un premier aperçu concret d'une monoplace de Formule 1 à la mode 2026. Analyse en images.

La Racing Bulls VCARB 03 (quel joli nom...) a pris la piste à Imola avec Liam Lawson au volant, effectuant ses premiers kilomètres dans des conditions froides et humides. Ce roulage a également marqué le premier essai du moteur Red Bull Powertrains en tant que motoriste complet pour cette saison.

L'équipe a utilisé son quota de démonstration de 15 km et prévoit de prolonger les essais mercredi lors d'une journée de tournage plus longue, désormais autorisée jusqu'à 200 km grâce à une récente modification réglementaire. Les essais ont été réalisés sur des gommes spécifiques Pirelli destinées aux démonstrations.



Des F1 à nouveau penchées

Alan Permane revient sur la stratégie de développement de la monoplace : "Toutes les écuries sont confrontées exactement au même problème. Plus vous développez tard votre voiture, plus elle sera rapide. Vous voulez donc la garder le plus longtemps possible dans la soufflerie. Vous voulez finaliser les conceptions mécaniques le plus tard possible. L'installation du moteur, avec l'installation des radiateurs, tout cela a un effet sur les volumes des pontons, ce qui a un effet sur le fond plat, ce qui a un effet sur la création d'appui."

À l'avant, l'aileron intègre plusieurs surfaces générant des vortex, conséquence inévitable de l'introduction des volets avant mobiles sous la réglementation 2026. La section mobile est clairement délimitée, avec des actionneurs intégrés visibles, tandis que la section fixe extérieure adopte un angle d'incidence réduit, pour optimiser le flux local et limiter les pertes autour du pneu avant. Il n'y a pas d'ailette supérieure sur les dérives latérales, contrairement à la Haas et la Cadillac.

Le système de suspension est à poussoirs, comme sur toutes les monoplaces à l'exception de la Cadillac. On a expliqué ici les avantages de cette configuration de suspension dans la F1 2026. Ce qu'il faut également remarquer, c'est que le positionnement des bras de suspension produit beaucoup moins d'effet anti-plongée que sur les F1 de la période 2022-2025.

Pourquoi ce changement ? Comme le règlement impose un fond plat littéralement plus plat (et non plus en forme de tunnel Venturi), il est à nouveau intéressant de faire pencher la monoplace vers l'avant (une attitude que l'on appelle le "rake" dans le jargon). Avec une voiture penchée vers l'avant, le fond plat agit comme une sorte de grand diffuseur. C'est d'ailleurs pour cela qu'à l'arrière la suspension conserve une géométrie anticabrage semblable à celle de la précédente génération de F1.



Sur la Racing Bulls, une suspension avant inspirée de McLaren
Autre détail très important : la présence probable d'une suspension à plusieurs éléments ("multilink"). Comme on l'a expliqué ici en images, il s'agit d'une suspension avec deux bras séparés, qui créent un axe de braquage virtuel.

Cette architecture permet à l'angle de pincement de changer selon les conditions dynamiques (freinage, virage, ligne droite), sans intervention active. Cela permet d'optimiser la réactivité, la traînée et la gestion thermique des pneus avant. McLaren l'a introduit l'année passée pour bien gérer ses gommes, avec succès.

On trouve ce système sur la Haas VF-26 et donc, très vraisemblablement sur la future Ferrari SF-26.



L'architecture de refroidissement est l'un des éléments les plus remarquables de la Racing Bulls. L'entrée d'air principale a été fortement élargie par rapport à 2025, à cause des besoins thermiques de la nouvelle architecture moteur. Sa taille est assez énorme alors que les ouvertures des pontons restent, dans leurs dimensions, ressemblent à celle de l'an passé. Cela montre à quel point il est crucial d'optimiser l'écoulement de l'air autour de la zone des pontons, puisqu'il s'agit de la principale région de la voiture présentant un potentiel de génération d'appui.

La géométrie des pontons combine un undercut frontal de style 2025 avec une philosophie arrière de type inwash d'avant 2022. À l'arrière, la taille est très étroite, ce qui est imposé en grande partie par la réglementation.

Après ce déverminage à Imola, la Racing Bulls VCARB 03 entamera son programme officiel avec un test de cinq jours à Barcelone, du 26 au 30 janvier. Permane a indiqué que le rythme de développement sera rapide, avec des évolutions attendues dès la première course à Melbourne.

https://f1i.autojournal.fr/magazine/magazine-technique/la-racing-bulls-vcarb-03-a-la-loupe/

llumia

#49
Ene 22, 2026, 07:01 AM
Scarbs, nos recuerda las novedades "aero" para esta temporada:

F1 2026 aero regulations in focus part 1 – 'Back to the Future'
 
In terms of aero in F1, everything is changing. A lot of the solutions, however, are reinterpretations of old ideas, so it's really a case of 'back to the future'.

The FIA are trying to reduce the wake the car creates, to allow cars to race close enough together to encourage an overtake.

Secondly, the 2026 aero rules have been worked out in coordination with PU rules in order to get a more efficient race car.

Finally, seeking to redress the one big problem associated with 2022's 'ground effect' was 'Porpoising' and the stiff suspension it required to cure it.

These three requirements have brought a new package which includes: inwash aerodynamics, adaptive aero and flat floor/diffuser.



2026 INWASH

The result of the continued move towards ridding the cars of outwash, is the enforcement of an inwash philosophy.

Some F1 fans will remember the narrower front wings from pre-2009 were of an inwash design. These rules bring those back and even go a step further.

An F1 aerodynamicist's real aim is to remove any wake from running along the car's bodywork, be that wake coming from the front tyres or front wing.

These new rules will really challenge the aero departments within each team, as not only is there an inwash front wing, but there is new bodywork, specifically aimed at bringing the front wheel wake inboard.


2026 ADAPTIVE AERO



The power unit regulations were released before the rest of the 2026 rule book, as the PU's have a far longer development lead time.

It's often misunderstood that the aero rules were developed later to solve unexpected problems in the delivery of power throughout the lap.

In actual fact the two were always developed in tandem, the moveable aero solutions an obvious route to making the car perform more efficiently.

Initially both sidepod cooling and brake cooling were considered to improve efficiency. Instead, just the wings were written into the rules.

The 2026 solution is to open up both the front and rear wings on each lap. This acts as a means to reduce drag and stop wasting fuel, allowing for full downforce in the corners.

The switch between the high downforce and low drag conditions are now to be known as Z-mode and X-mode respectively.



2026 FLAT FLOOR & DIFFUSER

The rules have chosen to return to the more benign 'flat' floor and diffuser, albeit upsized from the 2021 dimensions.

This is a better understood aero set up, that should prevent teams needing to the run the cars so low and stiff. The diffuser is now longer and taller, to create more expansion, for more downforce.




2026 FROM NOSE TO TAIL

FRONT WING

Starting with the front wing, the wing must now adopt a curved spoon profile, and its narrower span must fit between the front wheels, with the wing losing one element to use a maximum of three.

Even with this reduction the wing will be more than powerful enough to balance the car, so the aerodynamicists will want to shape the wing to make the aero around other areas of the car work better.



Creating more downforce with a longer and steeper section will rob airflow downstream for other devices, so the distribution of load across the wing will need to be sympathetic to the whole car.

With the inwash philosophy enforced upon the design, development will likely extend to how the front wing endplate and inner brake ducts work.

One line of thinking is to keep the wing flatter nearer the tips and allow the endplate and brake duct help push the front tyre wake away from the car.

Although it's possible that bold philosophy could be to run a higher wing profile near the tip, that could help drive airflow in the right place across the inner face of the wheel.

How teams choose to load the wing towards the centre of the span to balance the car will be complicated by the active aero element.

Looking to the past, the lower central section was heavily loaded, as it works more efficiently being close to the track in ground effect.

However, the middle section is unlikely to open with active aero in X-mode (low drag), so its expected teams will only open the mid spans. Therefore, focussing the downforce on the centre will create less of a drag reduction effect.



Aclaración: :umnik:

@ScarbsTech

More pictures from @Cadillac_F1
 
I've been able to add and correct some details from my first analysis. Clearly the car is in an incomplete state, but does feature some nice details.
#F1 #F1tech







-------

While there will be variations between teams, a mid-span loading would be the conventional compromise to get a good airflow to the centre of the car and inside the front wheels.

From having the wing connected to the nose since 2022, we now see the return of a pylon mounted wing hanging below the nose. This lower nose will end the strange optical effect of the 2022 cars where the underside of the car could be seen from under the nose/wing.



The design of the pylons themselves is heavily restructured and not like a key area for repeated development.

Another reintroduction to the front wing is the allowance for underwing fences. These again help the control the tyre wake and tightly worded regulations limit their design.

On the outer face of the wing the endplate shape is quite constricted by the regulations, unless some seriously differently interpretations of the rules are found.



The strake and footplate do, however, allow some areas to manage airflow passing around the front tyre – no doubt aided by the new freedom to shape the wheel covers.

These wheel covers were a spec design since 2022 and help to reduce the dirty wake created by the spinning front tyre, so we can expect some variation between the teams here.

There should not be any scope to blow air out through the wheel cover, but there is a performance gain in creating outwash in this way, so we can expect some controversy around this.



Inside the wheel the inner brake duct design will remain key, not just brake cooling, but also tyre temperature through ducting air past or insulating the disc from the wheel.

Rumours of the power of this practice and the materials involved were overstated in 2025, but there remains some performance to be gained from the careful design in this area.

The wakeboards are close to what I expect most teams will have. Made of 4 elements, but still meeting the 3 cross section rule. Plus they form an extra slot below, to help load the floor edge.



The wheels are enclosed as per the regulations, with both an outer open disc and an inner disc fairing.



FRONT SUSPENSION

The first question and easiest area to spot is whether there is a pushrod or pullrod. This will be a much talked about area and a lot of myths will be circulated about either design and the relative importance.

In reality the choice between one design and another is not a first order performance factor.  Aerodynamics, serviceability and geometry are all factors, but the differences are minimal.

That said, the shift towards pushrod on the rear was driven recently the larger underfloor tunnel and by better accessibility to the spring/damper hardware.

Some interesting trends 'appear' to be on the new Haas VF26 (caveats apply)

The front suspension looks like Mcl's 2025 lower multilink set up.
There's no lower wishbone, but 2 seperate links joining the upright in different places, creating a virtual steering axis.
#F1 #F1tech



This alters camber, toe and ride height with steering and travel. This can aid tyre management, one of Mcl's strengths in 2025.
It also places the trackrod in a useful aero location for downwash towards the floors lower leading edge.
See @EngDesignIng posts about it...



Pushrod is likely to remain popular at the front, the choice is likely to be down the attachment point on the inside of the wheel and how much downwash is needed from the rod sitting in the airstream, without any major gains from either set up.

Another area ripe for fan discussion has been the 'Anti dive' angle of the front suspension members, where in side view the wishbones tilt down towards the rear.



It's still arguable whether or not the anti-dive dive geometry gives any major effect. It's more likely that the extremely inclined wishbone geometries are an aero consideration, creating downwash to direct the front wing wake downwards towards the floor.

While the floor inlet is much lower for 2026, this will still be a useful set up and has already been noted on some teams monocoques during seat fits.

Less noted throughout 2025, was the front lower suspension set up on the McLaren. This wasn't a conventional wishbone, but two single arms joining the upright in two separate positions, giving a multilink set up.



This gives both an aero downwash advantage, by having two separate arms in the airflow. More importantly it provides a completely different geometry to the wheel through steering and travel, changing camber, toe and ride height.

It's likely this was a greater part of McLaren's tyre management gains than anti-dive or brake ducts. As it was hard to replicate during a season without huge cost, teams will have had the year to add it to the development list and incorporate it into their 2026 car, so watch out for this area.

Allied to this the position of the steering remains an early consideration for the cars area concept.

Again, purely as an aerodynamic gain, placing the exposed track rod to help create downwash is a reasonable aero gain. Conventionally the steering rack/track rod sits in front of the front suspension, aligned with either the upper or lower wishbone.

McLaren resurrected an old layout where the rack sits low in the cockpit behind the suspension, allowing the track rod to have a greater effect on the airflow at the floors leading edge. They went a stage further in 2025 with the multilink set up, while Mercedes copied their 2024 layout.



https://motorsport.tech/formula-1/f1-2026-aero-regulations-in-focus-part-1-back-to-the-future

llumia

#50
Ene 22, 2026, 07:16 AM
F1 2026 aero regulations in focus part.2 – Sidepods, diffuser and rear wing

In the second of our two-part F1 2026 season preview, we delve into more detail surrounding the vitally important areas of the sidepods, diffuser and adaptive aero rear wing.

SIDEPOD FRONT

This is where the real gains are to be made in 2026, getting the new underfloor to work.

Although the floor will be less powerful in 2026, creating only about 50% of the car's downforce, given the active aero, the floor will still need to keep the car balanced when X-mode (low drag) is engaged and the wings aren't working.



To do this the aero needs not only to get the diffuser to work well, but also front of the floor, as that allows a better front to rear balance in both X-mode and Z-mode (high downforce).

The FIA have created two areas to create load at the front of the floor, on the floorboard under the wake board and the floor section directly behind it.

As the air diverts either side of the car ahead of the sidepods, it will reach the wakeboard and its footplate.



Much like the venetian blind sets up of pre-2022, this can be used in creating some useful downforce at the front of the floor. The floor's leading edge is allowed up to 5 aero devices across its width.

These are likely to formed as the vortex generating teeth seen before 2022, speeding up the airflow under the front of the floor and out of the floor edge, again creating downforce.

WAKEBOARD

One area that teams might exploit is the lateral support for the wakeboard. As the board is poorly supported and sitting in a highly unsteady airflow, the FIA have allowed a lateral beam to support it.



While the support's shape is small and heavily regulated, it's allowed to sit at any height ahead of the sidepod/floor.

This opens up interpretations where a low mounted support could influence the airflow ahead of the floors leading ledge. Some teams might find interpretation controversial, but as of now the loophole appears to remain in the regulations.

Thus, the design of the wakeboard and its three allowed sections will be a key battleground. Its introduction is to pick up the turbulent front tyre wake and direct it in inboard, reducing the car's wake ahead of another car.

It means, however, that the car sits in its own dirty air, obviously not something the teams want to happen. So the work here will be to prevent the tyre wake hitting the car's bodywork.

The rules were written to encourage the triple vane set up to favour an inwash design. It is possible to create a vertical outwash vane shape, but the compromises in the shape here would likely negate any advantage.



Given the wakeboards have to be there, nearly full size and without transparent openings, the teams may well create horizontal openings to create upwash, aiding the floor and creating some outwash to push at least the front tyre wake away from the car.

Combining the floor and the wakeboard into an effective set up will rely upon the influence of the sidepod front. Using the undercut to either divert or direct airflow to the wakeboard and floor edge, every team is likely to have a very different philosophy as the cars reach the first race.



Along with the wakeboard design, this is going to be an aero of change every few races as teams develop their own ideas or adopt other team's designs.

SIDEPODS

It's down to the sidepods bulk shape to do a lot of the airflow management between the front and the rear of the car.

We saw in the last ruleset, that super slim or even size-zero sidepods aren't obviously the solution to the aerodynamicists needs.

Instead, they are oversized, creating high and flat flanks which are used to create high pressure to push the tyre wake awake from the car.

Then, the airflow over the top of the sidepod is used to increase pressure over the diffuser for more downforce. A lot of these tricks will still work in 2026, although we can't discount some extreme interpretations of smaller (or even bigger) sidepods as a solution.

Given a large undercut might still be desirable for floor edge management, the positioning of the cooling inlet will continue to be design factor that teams play with.



After some super slim "r" shaped inlets, McLaren led a move towards a squarer inlet, which was followed by several other teams. We can expect to see variations of all of these.

The reduced cooling requirement of the new Combustion engine (ICE), but upscaled heat rejection from the Hybrid system, means the balance of cooling will change.

Typically, the sidepods house the ICE cooling and the centreline cooling fed from the roll hoop that sits above the engine/gearbox cool the lower temperature hybrid/auxiliary systems.

Teams might shift more Low Temperature Radiators (LTRs) into the sidepods or increase the air ducts along the centreline.

There might be a useful way to do the latter solution, that the new rules cater for. It's a solution already exploited by Red Bull in 2025, which was an additional inlet on top of the sidepod. This makes use of the high-pressure area over the sidepod created the cockpit's obstruction.



There's now a specifical regulatory volume in which a duct can sit and feed coolers or even the turbo's airbox inside the engine cover, looking somewhat like the late-1980s Benetton's.

DIFFUSER

As the airflow passes over and under the car, it will eventually reach the all-important diffuser. Every aspect of upstream design will work to ensure the diffuser is fed with the ideal airflow.

Airflow over the diffuser is affected by the sidepod, as detailed above, but also the rear suspension. Although the profile of the wishbones, track rods and push/pull rods are tightly constrained, teams do use their shape and layout to help the local airflow here.



Likewise, the pushrod/pullrod question persists at the rear of the car for the same reason as at the front. Pushrod has gained more favour recently, as the pushrod clears the tunnels better and allows for easy access to the springs/dampers, as the gearbox doesn't need to be removed to access them as with Pullrod.

One area ripe for development is the bib and splitter area at the front of the floor, which sets up an inner vortex that runs along the stepped underfloor. There, some of the floor's inner leading-edge teeth will be assigned to creating a similar flow that joins with the diffuser's outer wall.

Helping the outer most of these airflows will be the floor corner, which is just ahead of the rear tyre.

By the time the outer vortex reaches the diffuser wall its nearly out of energy and needs help – especially, as the wake from the front inner tyre face wants to encroach into this area.

So, airflow is allowed to spill under the rear floor edge and the FIA now allow slots in the floor corner to further drive airflow to meet this outer vortex.

It's a detail seen with the 2022 cars was a hole in the diffuser wall, often called a mouse hole, which can be recreated in these rules to further inject some energy into the airflow.

Lastly, the teams have a regulatory volume to add fences under the diffuser. These not only manage pressure distribution inside the diffuser, but the vortices also shed from the lower edges further reduce pressure inside the diffuser.



A key factor in the floor's performance is Ride Height. As explained above, the 2022-era cars favoured super low ride heights, but looking at the cars before them ran a lot of 'rake', Mercedes being the notable exception.

This effectively turns the whole floor into an expanding diffuser, creating more downforce.



But, teams had bargeboards and complex floor edges to manage this airflow up to 2021. For 2026 hardly any of these tricks will be possible. It will be interesting to see how far teams can recover airflow management to allow the benefits of rake going forwards.

REAR WING

Lastly, we reach the very end of the car and the rear wing. This now returns to a more conventionally shaped wing and endplate set up mounted on two pylons.

It can run up to three elements, while the two-element beam wing below is gone, with just a neutral 'stay' to steady the rear wing assembly on its pylons.

At the rear the lower wishbone is again interesting, in that the previous Ferrari gearbox reversed the wishbone/trackrod position for better aero.

This has now swapped back to a conventional layout, so that the trackrod works with the diffuser exit.





It may be said that DRS has gone, but it hasn't, its just employed in a different way with Active Aero and X-mode. This will be achieved exactly as it was with DRS, a hydraulic actuator inside a pod above the rear wing.

This can be activated by the driver, from the steering wheel, in activation zones designated by the FIA at each track.

These zones will be longer and widespread than DRS zones, so why not always run the rear wing in maximum downforce in Z-Mode? Teams will have completed thousands of simulations to assess just how to run the rear wing.

https://motorsport.tech/formula-1/f1-2026-aero-regulations-in-focus-part-2-sidepods-diffuser-and-rear-wing

llumia

#52
Ene 22, 2026, 07:50 AM Ultima modificación: Ene 22, 2026, 07:55 AM por llumia
VSCARB-03:

Manejo del "pitch":

Suspensión delantera: Geometría "anti-hundimiento"/'anti-dive': Si nos fijamos en los tirantes no observamos un efecto tan acusado como la temporada pasada:



https://cdn-6.motorsport.com/images/mgl/Y9lLXNL2/s1100/arvid-lindblad-racing-bulls.webp



https://cdn-6.motorsport.com/images/mgl/YXypvKR6/s1100/arvid-lindblad-racing-bulls.webp

Suspensión trasera: Geometría "anti-levantamiento"/'anti-lift': Aquí sí se observa un efecto acusado:



https://cdn-4.motorsport.com/images/mgl/YK13p3z0/s1100/liam-lawson-racing-bulls.webp

Quizás, como el Reglamento obliga a levantar el ala delantera del suelo, puede que  interese con la ayuda del 'rake' (mayor altura respecto al suelo, de la parte trasera del fondo plano, que de la delantera) a la hora de la frenada, se hunda ligeramente la parte delantera y aproximar más al suelo el ala delantera, pero evitar al mismo tiempo que se levante la parte trasera y entre en pérdida el difusor ('stalling').

llumia

#53
Ene 22, 2026, 08:29 AM
El equipo Mclaren F1, se va a saltar, por lo menos, el primer día de pruebas en el Circuit y quizás el segundo. Recordemos que las pruebas duran 5 días, pero cada equipo, sólo puede utilizar 3 de los mismos.

Actualmente, el auto se encuentra en Austria, probándose en las instalaciones de AVL:

https://www.the-race.com/formula-1/mclaren-2026-f1-test-plan-barcelona/
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