The car that took to the track in England represents an important milestone for the team, which has now completed its first kilometres on track with a carbon-black livery. Although the single-seater is still a laboratory platform designed to verify that all systems operate correctly, it has already offered an initial glimpse of some of the core solutions behind the project, starting with the suspension layout.
In the life of a Formula 1 team, there are moments that clearly mark a before and an after, and the first on-track appearance of a new car is undoubtedly one of them. For Cadillac, however, this debut carries double significance. The initial laps completed at Silverstone, taking advantage of the 200 kilometres allowed for a filming day, do not simply represent the start of preparations for the 2026 season, but also the symbolic end of a long period of waiting.
Given that this is the very first Formula 1 car ever built by the American outfit, the decision to run it on track so early comes as no surprise. The primary objective was to check the correct functioning of every system and to secure roughly ten extra days ahead of pre-season testing in order to address any potential reliability issues, which are entirely normal when dealing with a brand-new project.
The car seen at Silverstone is only a “primordial” version of the machine that will eventually contest the world championship. It is a rolling laboratory that is expected to receive several updates already during the test sessions and in the opening races of the season. On the front wing, for instance, small appendages were visible, similar to those seen months ago on a scale model used in the wind tunnel. This is precisely why the aim here is not to deliver an in-depth technical analysis, but rather a first approach to the challenges that will define the 2026 regulations.
The first kilometres completed at Silverstone therefore provide not only an early indication of certain fundamental elements of the project that are likely to remain unchanged, but also a broader insight into some common themes that are set to characterise the championship. These will be genuine technical challenges around which every team will have to develop its own solutions.
The most immediately noticeable choice is the adoption of a front pull-rod suspension, which had already been spotted several weeks ago during the drivers’ seat fitting. That detail alone suggested that the chassis had been ready for some time. It is an intriguing solution: on one hand it continues a trend seen on several cars during the previous regulatory cycle, while on the other it goes against the direction taken so far by other teams on their 2026 cars, even if Red Bull and Racing Bulls have only revealed renders at this stage.
During the previous ground-effect era, many teams opted for a front pull-rod layout mainly for aerodynamic reasons. According to several engineers, this configuration helped manage airflow coming from the front wing and the turbulence generated by the tyres, allowing the air to be guided more effectively towards the central and rear sections of the car. These benefits also had a positive impact on ride-height control and overall setup.
“From an aerodynamic point of view, [choosing the pull rod] is absolutely the right thing to do and it has a positive effect. It is about managing the wake of the front tyre, and there are many other complex functions that you try to generate around the tyre. It is one of the few devices that sit between the front wing and the rest of the car,” explained Sauber technical director James Key back in 2024, when justifying the switch from a front push-rod to a pull-rod layout.
That said, this is now a different technical cycle, and the challenges posed by the 2026 cars are very different. It is no coincidence that many teams appear to be moving back towards a front push-rod configuration, similar to what was used before the ground-effect era, partly because it offers simpler packaging solutions. The same logic is expected to apply at the rear as well, again for aerodynamic reasons, especially considering that these cars will still feature a large diffuser that teams will aim to exploit to the maximum.
It is also worth remembering that Cadillac will source only the power unit and the internal components of the gearbox from Ferrari. In practical terms, the team has chosen to rely on the Maranello-based manufacturer for the internal hardware, while designing its own gearbox casing. This approach offers greater freedom when defining the mounting points for the rear suspension.
There are, however, other interesting elements visible on the Cadillac that are likely to appear on several cars over the coming weeks, starting with the sidepod area. As was the case under the previous regulations, the 2026 rules do not allow a true bargeboard to manage airflow coming from the front of the car, which is further disturbed by the turbulence generated by the tyres.
To address this limitation, from 2022 onwards teams began designing bulkier sidepods, particularly in the upper section, while progressively pushing the undercut in the lower area to more extreme solutions. This theme could return in 2026 as well, especially considering that the only element permitted by the FIA to manage turbulence does not provide the same level of “shielding” seen in the past.
On the Cadillac seen at Silverstone, just like on the Audi that ran in Barcelona last week, this component appeared in an extremely basic form, manufactured as a single element without slots or openings. As a result, it reveals very little about the team’s true aerodynamic intentions. Nevertheless, this will be one of the most important development areas of the year and is expected to evolve rapidly across the grid, particularly as teams attempt to work around the FIA’s intention to limit outwash in that zone.
What is more likely to differ significantly is the evolution of the rear section of the sidepods. At least in the early stages, it is realistic to expect different interpretations, much like what happened at the start of 2022 before teams gradually converged on the most effective solution. This is an area that will undoubtedly become a key talking point after the opening races of the season, once a clearer picture has emerged.
In Cadillac’s case, the version on track featured a very pronounced ramp, almost reminiscent of solutions seen during the 2023 season. Given the lack of aerodynamic detail, particularly ahead of the rear wheels where teams typically attempt to control turbulence, it is clear that this is currently a very basic specification of the car, designed purely for shakedown purposes.
What is unlikely to change, however, are certain cooling-related choices. The airbox is notably large, flanked by two “ears” on either side of the central section. To assist with heat dissipation, an outlet has also appeared along the sidepod, closely resembling solutions already seen last season on several cars, including the Ferrari SF-25 and the McLaren MCL39.
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