The unique demands of the Monaco circuit often push Formula 1 engineers towards extreme solutions, and the 2026 Monaco Grand Prix is no exception. Around the tight and twisty streets of Monte Carlo, maximising downforce becomes the absolute priority, while aerodynamic efficiency and drag are pushed firmly into the background.
Recent technical exemptions introduced specifically for Monaco have opened the door to some fascinating engineering concepts, allowing teams such as Mercedes and Red Bull to develop aggressive new rear-wing appendages designed solely to generate additional vertical load.
Let’s take a closer look at the sophisticated micro-aerodynamic solutions that have appeared on the Mercedes W17 and Red Bull RB22, along with what can be considered a modern reinterpretation of the famous “Monkey Seat” concept.
Monaco regulations give engineers room for creativity
During Thursday’s media day ahead of the Monaco Grand Prix, several intriguing technical developments emerged in the pit lane. These innovations stem directly from recent regulatory exemptions approved exclusively for the Principality, where the aerodynamic requirements differ significantly from those encountered at any other circuit on the Formula 1 calendar.
Particular attention was drawn to the rear wings of Mercedes and Red Bull, both of which featured previously unseen aerodynamic appendages. Taking advantage of the temporary ban on movable aerodynamic systems for the Monaco weekend, the two teams have developed structures that are only possible because the rear-wing opening mechanisms are not being used.
Mercedes’ interpretation: advanced micro-aerodynamics on the W17
Mercedes has produced the most elaborate version of the concept. Using the available regulatory volumes within which the rear-wing flaps must be contained, the Brackley-based team’s aerodynamicists identified enough space to integrate a complex cascade structure made up of eight small aerodynamic profiles.
The objective is straightforward: generate valuable additional downforce in a scenario where every extra kilogram of vertical load can make a difference.
At Monaco, aerodynamic efficiency is largely irrelevant compared to outright grip. Engineers are therefore willing to accept significantly higher drag levels if it means extracting more downforce from the rear of the car.
One particularly interesting detail is a tiny reinforcement strut positioned between the main support pillar and an extension of the third flap assembly. This structural solution helps ensure that the miniature aerodynamic profiles maintain their intended angle of attack as aerodynamic loads increase.
Without such support, flexing could alter the airflow structure around the wing and reduce the effectiveness of the design under load.
Red Bull’s response: simplicity and aggressive angles
Red Bull has introduced a similar concept, although its approach appears less complex at first glance. The Milton Keynes-based team has fitted only two small aerodynamic elements, compared to the eight-profile arrangement seen on the Mercedes.
However, each of Red Bull’s additional wing elements incorporates a small endplate, helping to control airflow around the edges of the profiles. The design also features a Nolder flap along the trailing edge.
Perhaps most significantly, the angle of attack of Red Bull’s additional flaps is considerably more aggressive than the configuration chosen by Mercedes. The obvious question is whether the simpler but more aggressive approach can match the overall effectiveness of the W17’s more intricate solution.
The performance impact and the return of the “Monkey Seat”
While the absolute amount of downforce generated by these appendages is unlikely to be enormous, the effect on rear-end grip could still prove meaningful.
Both Mercedes and Red Bull have, at various points this season, struggled to extract maximum mechanical grip from their cars. As a result, engineers have explored unconventional yet highly sophisticated aerodynamic solutions in an effort to gain even the smallest performance advantage around Monaco’s demanding layout.
In a championship where hundredths of a second can separate multiple cars, such innovations may ultimately prove worthwhile. From a historical perspective, these devices can be viewed as a modern evolution of the famous “Monkey Seat” wings that were once common in Formula 1. The key difference is that the original Monkey Seats were positioned near the exhaust outlet to benefit from the flow of exhaust gases.
These new Monaco-specific designs, by contrast, operate entirely within clean aerodynamic airflow, relying solely on the surrounding air to generate additional downforce.
Whether Mercedes or Red Bull gains the greater advantage remains to be seen, but one thing is already clear: Monaco continues to inspire some of the most creative engineering solutions in Formula 1.
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