Aston Martin has become the second Formula 1 team to share an alternative technical solution for active aerodynamics, following a path that until now had been taken only by Mercedes.
At this point, only Williams has yet to appear on track, while all the other teams have already completed their first running. Aston Martin made its debut just yesterday and immediately caught the attention of the paddock. From a technical perspective, the first single-seater designed under Adrian Newey after his departure from Red Bull looks like a true engineering gem, capable of surprising both insiders and observers. Extremely aggressive aerodynamics and, above all, a very radical suspension layout have revealed solutions never seen before in Formula 1.
While waiting for more detailed images to allow a deeper technical analysis, an interesting detail has already emerged on the front wing, where Aston Martin has adopted a solution previously seen only on Mercedes.
Aston Martin and Mercedes with a single movable front wing flap
At its debut, the Mercedes W17 impressed and dominated the attention of the paddock. The first images revealed an unprecedented solution that, before Aston Martin, no other team had chosen. Initially, by looking at renders and at other cars, it was assumed that the movable flaps on the front wing would have to be two. The regulations, however, give designers a great deal of freedom, allowing them to make just a single flap movable, specifically the third element.
According to the rules, teams are allowed either to move the two rearmost flaps of the front wing, which must be activated in sync, or to make only the third element movable.
On the Mercedes, the front wing pylons are attached to the second element, leaving only the third flap free to move. While waiting to see the Williams, the last team yet to take to the track, Aston Martin is the only other team to have chosen a similar solution.
The AMR26 in fact features a nose that connects to the second element of the front wing, replicating the Mercedes layout and bringing the number of teams that have followed this approach to two. This choice is aimed at better managing the airflow directed towards the floor and the undercut area.
Furthermore, this solution could suggest a certain level of confidence in the power unit, to the point that there is no need for an excessive reduction in downforce for energy saving. In Mercedes’ case, this is hardly surprising, considering that the in-house engine appears to be the most competitive on the grid. The situation is different at Honda, where the overall atmosphere seems less calm.
The 2026 regulations therefore continue to deliver on the technical front, offering designers significant freedom and giving fans a wide range of innovative and fascinating solutions to analyze.
This convergence of design between the engineering minds at Brackley and Adrian Newey’s new project at Silverstone highlights a critical strategic fork in the 2026 aerodynamic development path. While the majority of the grid has opted for maximum flexibility with two mobile flaps, the decision by Mercedes and Aston Martin to prioritize airflow stability over the second element suggests they have found a more efficient way to balance drag reduction with downforce. As the season approaches, the performance of the AMR26’s front wing will serve as a vital indicator of whether this refined approach provides the competitive edge Newey is famous for delivering.
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