Mercedes tested a new exhaust-blowing aerodynamic concept on the W17 during first practice for the Madrid Grand Prix, using a solution that follows a different philosophy from Ferrari’s FTM system. A double flap appeared above and around the exhaust outlet as Mercedes searched for additional rear downforce, although the device was removed for FP2 after the Madring asphalt delivered considerably more grip than simulations had predicted.
The new Madrid circuit, built around the exhibition centre in the Spanish capital, has prompted Mercedes to introduce several changes to the W17. Some are intended simply to adapt the car to the characteristics of the venue, while others form part of the team’s ongoing search for performance as development of the Mercedes W17 continues through the 2026 Formula 1 season.
Mercedes develops its own exhaust-blowing concept for the W17
Mercedes has previously underestimated the value of the exhaust-blowing concept Ferrari has used since the beginning of the 2026 season through its FTM system. Ferrari designed the rear of its car, and particularly the gearbox casing, to extract the maximum possible aerodynamic benefit from the hot exhaust gases.
The concept developed by Loic Serra’s technical group at Ferrari has subsequently influenced several rival teams after the FIA permitted a partial interpretation of the idea, judging that the additional flaps could be regarded as supports for the exhaust system.
Several of the resulting solutions have therefore partially obstructed the lower section of the exhaust outlet. Mercedes, however, arrived in Spain with a notably different interpretation.
The two rear-wing support pylons on the W17 are considerably longer than usual and feature unusual metallic extensions. These extensions support a pair of aerodynamic profiles with a slightly arrow-shaped design positioned in front of the upper section of the exhaust outlet.
The execution is particularly refined and reflects detailed work in micro-aerodynamics. The new upper element follows the circumference of the exhaust before connecting with a second flap that partially covers the more familiar lower section of the outlet.
Mercedes trades some engine power for additional rear downforce
With greater power available from the six-cylinder power unit, Mercedes can afford to sacrifice a small amount of engine performance in order to generate additional aerodynamic load at the rear of the car. The objective is to improve rear-wing efficiency while also helping the diffuser extract airflow more effectively.
This development fits into the wider programme of W17 refinement already underway at Brackley. Mercedes has continued to introduce aerodynamic changes throughout the season, including the broader package of W17 sidepod, floor and diffuser developments seen earlier in the year.
Before the Madrid weekend, information gathered by the teams suggested that grip levels on the Madring asphalt could be extremely low. Finding additional downforce was therefore expected to help generate mechanical and aerodynamic grip while reducing the risk of the rear tyres overheating through excessive sliding.
Higher Madrid grip prompts Mercedes to remove the solution for FP2
The reality proved different once the cars reached the circuit. The asphalt delivered substantially more grip than Mercedes’ simulations had suggested, thanks in part to extensive preparation work by the organisers, who cleaned the surface using high-pressure water equipment.
As a result, the new black-and-silver arrow-shaped exhaust solution disappeared from the W17 for the second free practice session.
It remains to be seen whether Mercedes will abandon the concept for the rest of the Madrid Grand Prix weekend or whether it will return later. The engineering team now has the option of reducing aerodynamic load elsewhere on the car while retaining the extra rear contribution generated around the exhaust area.
Mercedes has already chosen not to use some of its other maximum-downforce solutions in Madrid. The team did not fit the additional flaps around the actuator cover that had previously appeared at Monaco and Budapest, while the surface area of the profile extending from the central section of the final movable flap has also been reduced.
At the same time, the two outer elements have adopted a triangular shape similar to solutions already used by Red Bull and Ferrari.
Mercedes also refines the W17 front corner and brake cooling
Development has not been limited to the rear of the car. Mercedes is continuing to refine the front corner area, where the carbon-fibre lip required by the regulations has been revised with new attachment points to the brake assembly.
The engineers working under deputy technical director Simone Resta have also altered the airflow heading towards the rear of the W17 through a longer and narrower brake-cooling inlet.
The purpose of the change is to improve the car’s behaviour in yaw, meaning the aerodynamic condition created when the front wheels are turned and the car is negotiating a corner rather than travelling perfectly straight.
Mercedes’ Madrid package therefore combines circuit-specific adaptation with continued aerodynamic development. The exhaust-blowing experiment attracted the most attention during FP1, but the fact that it disappeared only hours later demonstrates how quickly the team is reacting to real track conditions on a circuit for which simulation data remains less reliable than at established Formula 1 venues.
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