Mercedes is preparing a more substantial W17 upgrade for the second half of the 2026 Formula 1 season as it studies how to respond to Ferrari’s constant development progress. New components could begin appearing as early as the Dutch Grand Prix at Zandvoort, production times permitting, before a more significant aerodynamic package is introduced after the summer break.
The team limited the damage at the Hungarian Grand Prix thanks to an excellent performance from Kimi Antonelli, while also introducing smaller, targeted changes to the rear wing and diffuser. Those revisions were intended to optimise the W17 for the Hungaroring while Mercedes continued preparing the larger development step that could prove important in its championship battle with Ferrari.
Mercedes limits the damage in Hungary through Kimi Antonelli
Mercedes managed a difficult weekend in Budapest as effectively as possible. Kimi Antonelli’s third-place finish was extremely valuable, allowing the Italian driver to extend his advantage over both Ferrari drivers and Mercedes teammate George Russell in the 2026 Formula 1 driver standings.
The Brackley team remains the benchmark across the grid after the W17 responded strongly at every type of circuit encountered during the first half of the season. Mercedes continues to lead the constructors’ championship, but Ferrari’s development rate has gradually reduced the performance advantage it established at the beginning of the new regulatory cycle.
However, Hungary also produced an important development: for the first time this season, pole position went to a driver from the German team. Over recent months, Ferrari has partially closed the gap to the W17 by maintaining a higher rate of development, introducing more updates and, above all, delivering them more consistently.
That progress has been influenced by several regulatory factors. Ferrari has been able to benefit from Additional Development and Upgrade Opportunities, known as ADUO, as well as a small advantage under Formula 1’s aerodynamic testing restrictions. Nevertheless, there is little doubt that the Maranello team has been the strongest operation in terms of developing its car.
The upgrades introduced in Barcelona represented the crucial step that brought Ferrari closer to Mercedes, leaving the Scuderia approximately one development step behind its main rival. Its decision to follow a race-by-race Ferrari development strategy has allowed new components to reach the track as soon as they are ready.
Mercedes prepares a larger W17 upgrade after the summer break
Mercedes deputy technical director Simone Resta confirmed after the Budapest weekend that the team is preparing a more significant development step.
“Probably after the summer break, we will try to focus on bringing something more substantial to the car,” Simone Resta said. “We are focused on developing the car at every event, but we are also thinking bigger in order to introduce another step.”
Based on the current production timetable, Mercedes could introduce some new parts at Zandvoort, the first round after the shutdown on the remaining 2026 Formula 1 calendar. The exact specification will depend on whether the components can be manufactured and approved in time.
Simone Resta’s comments indicate that Mercedes delayed its second major upgrade package. Had the team matched Ferrari’s development rate throughout the opening half of the season, it might have preserved more of the advantage it accumulated during the first races.
However, the timing may also form part of Mercedes’ original plan, particularly given the championship advantage it currently holds. Rather than rushing a major package to the circuit, the team has been able to work towards a more complete step while introducing smaller revisions at individual events.
Aerodynamic testing restrictions complicate Mercedes development
Mercedes’ position at the top of the world championship also creates an additional development challenge. Since the reference standings were updated on 30 June for Formula 1’s Aerodynamic Testing Restrictions, the German team has been permitted less wind-tunnel running and computational fluid dynamics work than its lower-ranked rivals.
The ATR system gives struggling teams more aerodynamic testing time while reducing the allocation available to the leading constructors. Mercedes must therefore design and validate its developments efficiently despite operating with fewer wind-tunnel and CFD resources than Ferrari and several other competitors.
Producing upgrades quickly is only part of the challenge. Teams must also manufacture those components in the shortest possible time while controlling expenditure under Formula 1’s budget cap.
Introducing a new component does not guarantee an improvement in performance. The package must also work as expected once it reaches the circuit. That requires accurate correlation throughout the entire development chain, beginning with CFD simulations, continuing through the wind tunnel and ending with the behaviour of the physical car on track.
McLaren’s recent progress demonstrated how effective that process can be when each stage works correctly. Mercedes itself was surprised by the scale of McLaren’s MCL40 upgrade in Hungary, where the Woking team’s redesigned package delivered an immediate performance gain.
Mercedes introduced targeted W17 upgrades in Hungary
Although its larger aerodynamic package has not yet arrived, Mercedes introduced several smaller revisions in Budapest to adapt the W17 more effectively to the Hungaroring. Two of those changes were particularly notable.
The first concerned the rear of the car and, more specifically, the rear wing. The updates were designed to optimise aerodynamic load while maintaining an acceptable level of drag, an important compromise on a circuit where downforce is crucial but efficiency still affects straight-line performance.
The revised design featured two Red Bull-style lateral winglets. In the central section of the trailing edge, Mercedes also introduced a pair of flaps positioned perpendicular to one another.
Another interesting detail involved the mechanical actuator, which appeared to have a direct connection to a Ferrari-style vertical fin intended to accelerate the wing’s rotation. A camera was also installed on the endplate during free practice to collect several types of data.
The camera allowed Mercedes to study how the rear-wing assembly behaved under real track loads. Such measurements can help engineers compare the physical movement of the component with the values predicted during simulation and wind-tunnel testing.
Mercedes revises the W17 diffuser after FIA-requested change
The second important Hungary update concerned the trailing edge of the diffuser. Following the modification introduced at the Austrian Grand Prix at the FIA’s request, Mercedes changed the shape again in Budapest and returned to a more serrated profile.
The two distinctive “teeth” featured on the previous version also disappeared. The revised geometry was intended to improve the way airflow expanded through the diffuser and help the floor generate aerodynamic load more effectively.
This is an especially delicate and sensitive area of a Formula 1 car. The diffuser allows the airflow beneath the floor to expand, influencing the pressure distribution under the car and the amount of downforce produced.
Even a relatively small alteration can therefore affect the overall efficiency and stability of the floor. Mercedes introduced the change to maximise the diffuser’s performance while gaining a clearer understanding of how the revised solution behaved on track.
A three-element sensor was also fitted to study the floor’s behaviour as the car moved vertically through different phases of a lap. The device allowed Mercedes to examine how the underfloor performed across changes in ride height, acceleration, braking and cornering loads.
Mercedes seeks another decisive W17 performance step
The smaller Hungary revisions demonstrate that Mercedes has continued developing the W17 even while preparing a larger package. However, the next major step could be more important as Ferrari attempts to maintain the pressure during the second half of the season.
Ferrari’s strong Friday performance in Budapest did not ultimately produce a podium in the Hungarian Grand Prix, but its recent improvement has shown that Mercedes cannot rely indefinitely on the advantage created at the beginning of 2026.
The W17 remains the most consistently competitive car on the grid, yet the development battle is intensifying. Mercedes must now ensure that its next aerodynamic package delivers the expected gains without compromising correlation, reliability or efficiency.
If the new parts perform as intended, Mercedes could restore some of the margin Ferrari has removed in recent months. The first indications may appear at Zandvoort, but the larger objective is to introduce another decisive W17 step capable of strengthening the team’s position throughout the remainder of the championship.
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