The first renderings released by Mercedes reveal a Formula 1 car clearly designed around the Brixworth power unit, which is widely considered, at least on paper, to be the most competitive of the new generation. The rear of the W17 features extremely tight packaging, aimed at achieving low aerodynamic drag, while the forward-shifted cockpit position stands out as an interesting solution to improve the car’s centre of gravity.
Mercedes has officially introduced the W17, the car with which the Silver Arrows enter the new regulatory era. The 2026 rules represent a true revolution, with power split between the internal combustion engine and the electric motor, the introduction of active aerodynamics, sustainable fuels, and significantly smaller overall dimensions.
The W17 is widely regarded as one of the main favourites. Mercedes is aiming to reclaim the dominant status it enjoyed throughout much of the hybrid era, with the ambition of challenging Red Bull and, above all, McLaren, the customer team that won both the Drivers’ and Constructors’ championships using the same power unit.
The most anticipated power unit
Mercedes struggled to shine during the ground-effect era, but the team is now looking to return to the top with more agile Formula 1 cars. Paddock rumours consistently point to the Brixworth power unit as the benchmark, thanks in part to a clever solution that reportedly allows the compression ratio to rise to 18:1 at high temperatures, despite the regulation-imposed cold limit of 16:1.
The renderings released so far show a car that maintains a strong visual identity. Black dominates the side view, while silver becomes more prominent from above, separated by the familiar turquoise Petronas accents that visually divide the two colour schemes.
Forward-shifted cockpit
In several areas of the renderings, Mercedes appears to have deliberately obscured certain solutions, but the W17 already shows a strong and distinctive character. The car gives the impression of being long, close to the maximum permitted wheelbase of 3,400 mm, which is around 20 cm shorter than in 2025.
It is believed that the W17 was designed to be very close to the minimum weight limit of 678 kg, including the driver. If confirmed, this would highlight the impressive work carried out by the technical staff led by James Allison and Simone Resta. Achieving such a target would be particularly remarkable given the decision to adopt a long chassis with the driver seated further forward to optimise weight distribution.
Front push-rod suspension and offset wishbone
The front suspension follows a push-rod layout, in line with a dominant 2026 concept. The upper wishbone is slightly offset rearwards, with what appears to be the return of a mounting bracket. The upper arm does not reach the top of the chassis, while the rear element shows a reduced downward inclination, limiting the anti-dive effect.
Steering tie rod back in an overhung position
The steering tie rod has returned to an overhung position ahead of the lower wishbone, abandoning the solution previously inspired by McLaren. Despite the perspective tricks of the images, the nose retains Mercedes’ family identity and appears to extend to the trailing edge of the main front wing profile.
The lower section of the nose is sculpted before giving way to the small “pelican beak”, required to house the hydraulic system that operates the two active flaps.
The two support pylons are shaped and slightly curved. In this early version, the main front wing profile adopts a spoon-shaped design, noticeably raised towards the outer sections near the endplates. The endplates themselves remain in a relatively basic configuration, with a footplate that does not yet emphasise outwash effects. Particularly striking are the three small actuators per side that control the movement of the active flaps.
The bargeboard already shows development
The wheels are supplied by OZ Racing, while the brake discs remain Carbon Industrie units and the calipers are provided by Brembo. Behind the front wheels, a bargeboard split into three elements can be observed.
The first two elements are mounted in a shutter-like arrangement, one above the other, while the third element, visible in the rear three-quarter view, is shaped and supported by two small horizontal flaps. This is an extremely sensitive aerodynamic area, and frequent developments are expected throughout the season.
The tie rod also serves an aerodynamic role
The W17 makes use of the first of the two tie rods allowed by the FIA to connect the chassis to the bargeboard. Positioned at the highest possible point, it also serves an aerodynamic purpose, helping to manage airflow by separating the air directed towards the radiator inlets from that being guided towards the floor.
Triangular inlets and sidepods without exits, for now
The sidepod inlets are triangular in shape, with a curved lower edge that becomes more pronounced closer to the chassis. There is no undercut in the lower section, and the sidepod narrows towards the Coca-Cola area while maintaining a constant height all the way to the rear.
The upper surface of the sidepod is slightly hollowed out. Mercedes has chosen a distinctive design path that is clearly intended to evolve significantly. At this stage, the bodywork does not feature any visible outlets for hot air from the power unit, with aerodynamicists prioritising extremely clean airflow towards the rear of the car.
Highly sculpted engine cover
From the side, the engine cover follows the downward line of the Halo. There is no traditional bazooka-style intake; instead, the engine cover appears very slim and tightly packaged.
The airbox retains an oval shape, with a central inlet feeding the turbocharged V6 and lateral openings supplying fresh air to auxiliary systems. This suggests a less bulky central radiator compared to previous years, and almost certainly a completely redesigned cooling system, with some cooling mass relocated back into the sidepods.
This area of the W17 highlights a major effort to reduce drag. Mercedes has opted for a large vertical fin, which stands out as the most prominent seen so far among the 2026 cars.
Detailed floor at the trailing edge
While the floor is flat by regulation, two raised sections at the trailing edge stand out. These features suggest an attempt to push airflow outward towards the rear wheels, helping to clean up the wake. Small transverse blow slots are also present to manage tyre squirt.
Compact rear end with push-rod and multi-link suspension
The rear of the W17 is extremely compact. A steep diffuser ramp is visible, while the rear suspension adopts a push-rod layout with multi-link upper arms.
On the lower side, an aerodynamic profile fairings the driveshaft and the rear element of the wishbone. Compared to the W16, the push rod has been moved outside the two upper arms, with a different internal kinematic layout within the gearbox casing.
The design aims to increase the anti-squat effect through the offset of the suspension arms, without repeating the extreme configuration that was abandoned mid-season in the past.
Rear wing with a spoon-shaped profile
The rear wing features a slightly spoon-shaped main plane, while the two active flaps appear to run at reduced incidence. Their actuation system, however, is particularly noticeable.
The overall impression is that the final car designed under the direction of John Owen is concealing its most interesting solutions. We will have to wait for the on-track tests to truly discover what Mercedes has prepared.
Leave a Reply