When the 2026 F1 regulations were first conceptualised and subsequently published back in June, the teams raised several concerns – primarily in light of findings of significantly slower lap times than current cars, and issues with the active aero/power unit combination in early simulations that were making the cars ‘undriveable’.

As a result, in October, the teams and the FIA agreed on some relaxations to the regulations that will give the teams more aerodynamic freedom, and increase performance and downforce.

Despite a feeling that the regulations are in “a much better place” following these adjustments than in June at their original release, according to Mike Krack, Aston Martin Team Principal, they still had to go through additional rounds of consultations with the FIA. 

The consequences of these changes to the chassis regulations are now able to be seen in new renderings released by the FIA, ahead of work beginning on the chassis for 2026 from January 1st.

The 2026 cars are ditching DRS in favour of new, active aerodynamics that won’t be restricted only to overtaking. Both the front and rear wing elements will move under what’s being called ‘mode X’ and ‘mode Z’. Though the mainplane of the front wing looks to be the same as the original renders, the endplate is more detailed and includes a new fin-like structure.

The rear wing is where there are significant differences though, as it looks now to be more similar to the current generation’s rear wing and less angular, but it has kept the squared off endplates. The initial rendering included a DRS-type actuator, presumably for opening the rear wing, however this has now been removed, leaving some uncertainty around how the rear wing will move under the new active aero.

The 2026-era is moving to be far less reliant on the ground effect for its downforce generation than the 2022-era, and there are changes to the floor in line with this. Given the reduced ground effect, the floors will be much flatter than the current generation, with the aim of reducing the stiffness, sensitivity to ride height and porpoising effect the cars have been prone to in the last few years.

The new renders show a more developed floor intake area to increase downforce and a more detailed bargeboard area, after changes were made to add the scope for bargeboards in the altered regulations. 

Bargeboards had been a feature on F1 cars since the late 1980s, became an incredibly intricate aerodynamic structure on cars from 2017 to the end of 2021, but were removed under the 2022 regulation turnover. In this era, they primarily served to outwash the turbulent wake of dirty air from the front tyres away from the car while also using downwash to increase downforce in this front area of the car.

Given the increasing complexity and intricacy of bargeboards in more recent years prior to their removal, it’s likely that the FIA will more heavily regulate their design this time around. They will also now serve to inwash rather than outwash, in line with the aim of the 2026 regulations – to improve racing and allow cars to follow each other more easily. 

Moving to the rear of the car and the bodywork appears to be more sculpted, with new cooling outlets on the top surface of the sidepod/engine cover.

The wheel fairings have also changed compared to the first iteration of renders to be flatter and they don’t seem to cover the entirety of the wheel, in direct contrast with the current generation’s.

The full renders gallery can be viewed on the FIA website, or social media channels.