While the 2024 Formula 1 championship is more alive than ever, teams are already focusing on 2026, the year when the new cars will debut. In just three months, the FIA will publish the final version of the technical regulations, allowing teams to begin aerodynamic development of the new single-seaters on January 1, 2025. Adrian Newey, freshly signed with Aston Martin, already has a clear idea of one of the most critical areas.
The Challenge
During the press conference held for his announcement at Aston Martin, Adrian Newey was asked which aspect he will focus on most for 2026: “We have three main departments: aerodynamics, mechanical design, and vehicle performance. My focus will be on ensuring collaboration among these departments and with Honda on the Power Unit side. The integration between the PU and chassis will be the most important ever. The goal is to develop an organic project.”
The integration of chassis and engine had already gained importance with the debut of the current regulations. Since 2022, the cars have been stripped of the complex aerodynamic appendages along the sides of the cockpit that used to shield the underbody from turbulent airflow off the front wheels. The focus shifted to the bodywork, shaped and molded to create high-pressure zones in the airflow around the car, pushing turbulence away from the underbody.
It’s not surprising that in the first two seasons, teams repeatedly modified side pods and engine covers until converging on the optimal design. Still, the more compactly they can package internal components like the power unit, cooling system, and electronic boxes, the more freedom they have in shaping the bodywork, which improves aerodynamic efficiency and shields the underbody from turbulence. This principle will remain valid in 2026 but will become even more important.
New Regulations
One reason for the increasing importance of chassis and power unit integration is that the 2026 Formula 1 cars will have a flatter underbody than the current ones. The proportion of downforce generated by ground effect will stay high, but the Venturi channels will be less curved. In an interview with FormulaPassion, Nikolas Tombazis, head of the FIA single-seater department, explained the rationale for the change: “One reason we’re moving toward a flatter [underbody] shape is to allow the car’s rear to be slightly raised, softening the suspension setup and reducing bouncing. Current cars run very low, while pre-2021 ones were much higher. We want a middle ground with moderate height.”
Returning to raked setups and increased ride heights, in 2026, the underbody will sit further from the ground, exposing it more to external turbulence. The aerodynamics of the new cars will be designed to channel the wake from the front wheels inward, bringing it closer to the underbody to reduce disruption for the trailing car. Therefore, designing bodywork that shields the underbody from the turbulence of the wheels will be even more crucial, further emphasizing the integration between chassis and Power Unit.
Smaller cars, however, will complicate the packaging of internal components, as the wheelbase will shorten from 3.6 to 3.4 meters, and the width will decrease from 2.0 to 1.9 meters. Additionally, the MGU-H will be removed from the Power Unit, but hybrid system components will handle three times more power, growing in size. The minimum battery weight will increase from 20 to 35 kg, and the electric motor will go from 7 to 16 kg.
Work Already Underway
Adrian Newey remains one of the best in the field at devising the most effective packaging. In 2011, for example, he convinced Red Bull leadership to install the KERS battery in the highly stressed gearbox area, moving the engine forward to create a slimmer rear end, which benefitted the aerodynamics of the diffuser. In an episode of the Talking Bull podcast, Newey revealed in 2023 that Red Bull was already working on this aspect in preparation for 2026: “From the chassis side, we’re looking at various ways to integrate everything. Rob Marshall is handling this and is doing a great job.” Rob Marshall would soon join McLaren, becoming a valuable asset for the Woking team in anticipation of the new regulations.
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