The debuting Cadillac Formula 1 car, powered by a Ferrari engine and gearbox, distinguishes itself with the unique positioning of the steering column ahead of the front pull-rod suspension. Coordinated by technical director Nick Chester, the first Cadillac project is already considered a success for the General Motors team, marking the arrival of their own Formula 1 car on the grid. The main objective was simply to participate, so the car does not feature extreme solutions, but it still stands out for some unconventional design choices. All of this revolves around the Ferrari power unit, while Cadillac’s in-house engine is expected to debut in 2029.
High steering setup
Alongside Williams and Alpine, Cadillac is one of three teams to adopt a front pull-rod suspension, housing the spring-damper assembly at the lower part of the suspension. The choice of pull-rod over push-rod is primarily aerodynamic, a decision that the team, as a debutant, could carefully consider thanks to extensive wind tunnel hours and CFD resources. The suspension is not multilink but features double wishbones, with the upper wishbone angled downward, guiding airflow from the front wing toward the floor and chassis. While this approach is increasingly common on the grid, it is not easy to implement structurally, particularly for a team taking its first steps in Formula 1.
Cadillac’s truly unique feature, however, is the positioning of the steering column. While competitors have placed it lower, the General Motors team installed it higher, aligning it with the upper wishbone. It is unclear whether this choice was driven by installation difficulties with the lower power steering, where the pull-rod spring-damper assembly is located, or if it was a deliberate engineering decision. The high mounting compromises the car’s center of gravity and load transfers but may help shape the lower chassis, creating a cascade of aerodynamic profiles in combination with the wishbone to guide airflow toward the car’s center.
The front wing
From an aerodynamic perspective, the pull-rod suspension is designed to interact with the front wing. It is no coincidence that Cadillac designed a main wing profile that is wavy and raised at the sides, similar to Alpine, which also uses a pull-rod suspension. The nose connects to the first profile, so the aerodynamic system utilizes the movement of both upper elements. Outside the endplate partition, a flap can be observed, as seen on other cars, while a more original feature is the double lower flow diverter, which enhances the outwash effect to push airflow around the front wheels.
Looking slightly further back, the brake cooling ducts are visible. Cadillac has also opted to widen the intakes beyond the carbon structures protecting the wheels, designing a narrower and vertically elongated shape compared to competitors. The team has not officially announced its brake system partner, although in the WEC, General Motors uses Brembo components, suggesting the F1 car may follow a similar approach.
The bodywork
For cooling the Ferrari power unit, Cadillac has chosen a conventional layout. Radiators are divided between the central section and the sidepods, as indicated by the air-scope above the driver with two external openings and the flattened, slightly P-shaped side inlets. In this respect, the team differs from Alpine, which, while sharing the front pull-rod suspension and the resulting airflow management, opted for squarer cooling intakes positioned closer to the chassis.
The bodywork follows a sculpted sidepod philosophy, widely used during the ground-effect era and still popular among teams in 2026. The stabilizing fin on top of the engine cover is relatively small, confirming the presence of radiators at the top of the power unit. From a side view, one can also see the aerodynamic design at the front of the floor, where Cadillac currently uses a simple vertical partition, similar to McLaren.
The descending sidepods channel airflow toward the rear, where a push-rod suspension is installed. However, it is not the same as Ferrari’s, since Cadillac only purchases the gearbox internals from the Italian manufacturer. The team develops the outer casing and suspension in-house, while the dampers are produced by Öhlins, part of the Brembo group, further hinting at the brake system supplier. General Motors has certainly been bold in taking on the development of both suspensions, while also managing several other projects to assemble the first F1 car.
The road ahead
Cadillac’s first Formula 1 car represents both a culmination and a starting point for the American team. The initial years will inevitably be a learning period, as the team familiarizes itself with all operational procedures, car management, and understanding the full potential of the technical package. Distinguishing between the technical limits of the design and the inexperience of the track engineering department will be challenging, but it is essential for the team to learn and grow in every area to develop a competitive car for the future.
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