The first version of Cadillac’s Formula 1 car for the 2026 season has taken to the track at Silverstone for an initial on-track test. This outing took place during the FIA-approved filming day shakedown, where the American team gathered its first important feedback on the engine, transmission and the car’s aero-mechanical setup, in order to update simulator data. A first taste that already allows for some initial technical considerations.
F1 2026, Cadillac: front pull-rod and rear layout to minimise aerodynamic blockage
We anticipated it more than a month ago and reiterated it yesterday: Cadillac has decided, at least for now, to adopt a pull-rod suspension layout on the front axle. Although a degree of uncertainty remains as to which philosophy – between pull-rod and push-rod – will ultimately prove more competitive, especially in the absence of direct on-track comparisons, it is clear that the reasoning behind this choice is primarily aerodynamic.
From a pure vehicle dynamics perspective, the crucial factor lies in the spatial arrangement of the suspension arms. By analysing the first images arriving from the Silverstone circuit, we can confirm the adoption of a geometry characterised by a pronounced anti-dive effect: the upper wishbone, in fact, features a particularly steep angle of incidence.
With this specific configuration, the primary objective is to stabilise the aerodynamic platform as much as possible, in order to guarantee a consistent level of downforce generation across the widest possible range of operating conditions. It can also be observed, however, that part of this anti-dive effect is mitigated by the opposite inclination of the lower wishbone.
Shifting the focus to the rear end, the choice has fallen on a push-rod system. In this area of the car, the technical direction now appears well established and largely unanimous: teams aim to free up the rear zone as much as possible in order to minimise aerodynamic blockage. The push-rod layout allows internal components such as springs and dampers to be housed at a higher level.
This type of configuration enables engineers to significantly taper the lower section of the bodywork, entirely to the benefit of aerodynamic flow management. Another noteworthy detail concerns the transmission: it appears that Cadillac has designed and manufactured the gearbox casing in-house, while the internal components themselves have been sourced from Ferrari.
Cadillac, standard Spec A aerodynamic package: outwash and inwash follow 2025 principles
The front wing shows strong consistency with the images leaked in recent weeks. One of the most interesting areas is undoubtedly the endplate, distinguished by its light-blue livery, where the presence of a very extended dive-plane can be observed. However, many questions remain open regarding this component, which will play an even more crucial role under the 2026 regulations.
For this reason, it is reasonable to expect that teams will devote significant resources to the development of this aerodynamic element throughout the season, iterating the design several times until the optimal solution is reached. In the central section of the car, we can see that the bargeboard appears as a single element, despite the technical regulations allowing it to be split into three separate wing profiles.
It is highly likely that what we are currently observing is simply the base, or launch, iteration of Cadillac’s first Formula 1 car. For this very reason, it is undoubtedly wiser to avoid overly in-depth analysis at this stage. Let us now take a look at the sidepods, where the presence of the undercut is confirmed. This feature will continue to play a fundamental role in generating the all-important outwash effect.
This area, too, will be subject to intense development, and it cannot be ruled out that the top teams may unveil surprising solutions in terms of flow interpretation. The rear section of the sidepods appears very steeply sloped, encouraging an inwash trajectory for the airflow. As a result, the aerodynamic concepts in this zone show strong continuity with the cars of the previous generation.
A first test for the American team that also proved very useful in evaluating the Ferrari power unit, which has so far met expectations. It is still far too early to draw definitive conclusions, but at the very least the engine has delivered encouraging signals, ahead of being pushed harder during the closed-door tests in Barcelona. We now wait for next week to learn more, as there is no doubt that very interesting information will emerge from the Montmeló circuit.
Cadillac’s Silverstone shakedown has revealed a car that balances aggressive mechanical choices, like the extreme anti-dive front end, with a pragmatic approach to 2026 aerodynamics. By designing its own gearbox casing while relying on Ferrari’s internal components, the team is asserting its technical independence early on. The Spec “A” provides a solid baseline, but the real test lies in how this platform evolves when the active aerodynamics and the full power of the Ferrari hybrid system are unleashed. As the team moves to Barcelona, the focus will shift from basic system checks to finding the ultimate performance limit of this 11th team’s ambitious project.
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