F1 | Audi R26 still early in development, but shows advanced front-end aerodynamics
The Audi R26 continues to evolve every time it hits the track. During the first collective pre-season test in Barcelona, the Hinwil team faced some challenges that stopped Gabriel Bortoleto after 28 laps, but the four-ringed manufacturer gathered valuable data for ongoing development. The silver car has already seen modifications compared to the experimental version used during the filming day.
Audi’s R26 seems to change shape with every appearance. On the first day of collective testing in Barcelona, Gabriel Bortoleto completed just 28 laps as the Swiss-German squad assessed the car’s initial F1 readiness, uncovering the first signs of “rookie” issues for the R26.
Jonathan Wheatley, Audi team principal, clarified yesterday that these were not breakdowns but precautionary stops during the morning session. The team opted not to run on the second day, focusing instead on analyzing the data and evaluating the car’s challenges, fully aware that the silver machine is still learning the ropes in Formula 1.
The R26: a constantly evolving laboratory
The R26 is a constantly evolving laboratory, and it is striking to see how James Key’s design transforms with each public outing. The version that appeared on track for the filming day in Barcelona is significantly different from the one now back on the Spanish circuit.
The nose has been completely redesigned compared to both its debut in Catalunya and the many online renderings. Refinements have made the nose noticeably slimmer, and the “pelican throat” seen on the filming day R26 has been significantly reduced. The lower portion of the nose is now more sculpted, with the clear aim of increasing airflow under the chassis to energize areas of the car that generate downforce.
Advanced front wing design
The front wing is far more developed than the basic version used initially. It features a subtle central spoon, and interestingly, an early curl is visible before the endplate, creating a channel that directs air beneath the second element near the endplate. The footplate remains familiar, while the upper element is more impactful, designed to optimize the outwash effect.
Compared to recent renderings, the R26 seen on track confirms that it is not the push-rod pillar anchored at the highest point of the chassis. Instead, the upper triangle arm is mounted to the front suspension, while the steering arm sits slightly above the lower triangle.
The sidepods do not exaggerate the undercut below the radiator inlets, but the side profile remains strikingly low relative to the cockpit. The floor’s step is no longer linear and features a raised exit edge just behind the bargeboard. It also includes an offset three-element flap, currently without a vertical endplate, supported by metal reinforcements and a single strut attached to the chassis.
Flow management and structural elements
In front of the rear wheel, three slots have been incorporated to control tyre squirt, directing part of the airflow outside the tyre to clean the wake. At the rear, a metal strut prevents floor flex. At the base of the engine cover, Audi has added noticeable vents to expel hot air from the radiators.
The R26 remains a young project, but it shows interesting potential. Questions persist regarding the reliability of the power unit developed at Audi’s Neuburg Competence Center, which is still gaining experience with a Formula 1 engine.
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