Aerodynamic evolution: Why Audi redesigned its active wing for the Bahrain tests. Audi has updated its 2026 rear wing design.

F1 | Audi changes approach: rear wing flap now collapses when open

The new 2026 regulations are pushing teams to maximize aerodynamic efficiency, encouraging freer active wings with innovative solutions. Audi has worked in this area and changed its philosophy compared to what was seen in Barcelona: by moving the control linkage, the movable flaps now collapse in a way similar to Alpine’s design.

Aerodynamic efficiency central under 2026 rules

Given the limits imposed by the new power units on energy management throughout a lap, the 2026 regulations place aerodynamic efficiency at the center of development. As a result, the FIA has not only liberalized the use of active wings almost everywhere on straights but has also given designers greater freedom in aerodynamic choices.

This was necessary to help teams further reduce drag on straights and, consequently, manage energy consumption – one of the most critical points under the new rules. This explains the multiple rear wing opening configurations observed during pre-season testing, as the strict constraints of the past no longer apply.

Innovative wing concepts on display

Ferrari’s “rotating” rear wing is the prime example, representing a completely new concept that pushes the boundaries of imagination. While Ferrari’s interpretation is the most extreme, other interesting solutions were also seen, including Alpine’s wing rotating at the leading edge and Audi’s initially oblique-opening design.

Alpine’s concept surprised the paddock by being the first to adopt a completely new approach, prompting other teams to carefully evaluate its potential benefits and limitations.

Audi adopts a new flap strategy in Sakhir

Audi decided to adopt a similar approach during the second Sakhir test, modifying the actuator controlling the movable wing. In the original concept, the system lifted the first element while the second remained passive, following the main flap’s movement. Now, the opening happens in reverse: the actuator acts on the second element, pushing it down while the first element remains passive.

This design change is possible because the wing’s pivot was originally located on the first flap rather than the second. By changing where the actuator connects, engineers can modify how the wing opens. In the current configuration, the second flap is pushed downward and collapses, a dynamic very similar to Alpine’s system.

Aerodynamic benefits and challenges

This solution offers certain aerodynamic advantages, particularly during the transition phase, providing greater stability in the first moments of braking. At the same time, it introduces challenges that teams must carefully manage.

Unlike a “traditional DRS,” which closes using air pressure to assist its return and opens at relatively low speeds with minimal load to overcome, the Alpine/Audi-style wing operates under the opposite conditions. When raised at the end of a straight, speeds are extremely high – especially in qualifying – requiring the actuator to work much harder to overcome aerodynamic resistance and lift the movable element.

Alpine’s solution is complex, with multiple attachment points, while Audi’s appears simpler, using a single connection to the upper flap. It’s an interesting choice that once again highlights how the new rules are driving adaptability and creativity among F1 engineers.

The 2026 pre-season has shown that Audi has built a platform capable of challenging at the front, regardless of the strategic games played by their rivals. While the team remains cautious, the data suggests that this new aerodynamic direction is a significant step forward, promising a much more competitive start to the championship than in previous years.