F1 2026 Regulations: What Is Active Aero and How Will the New Aerodynamics Work?

F1 teased the 2026 aerodynamic regulations over a year ago, with updates and discussions around the same coming constantly for the last year. The new regulations are finally here, defining what 2026 will look like and feature in terms of aerodynamics. One of the most intriguing aspects of these regulations is active aerodynamics. Although there were discussions regarding the same, nothing was confirmed.

There was even some considerable backlash around the proposal of active aero when the idea was introduced. However, now that the regulations are out, we know exactly how the active aero will work. But what exactly is active aerodynamics and how will it affect the 2026 F1 cars? Let’s have a look.

What does Active Aerodynamics mean?

In simple terms, active aerodynamics means parts of a vehicle that aerodynamically affect it, moving independently or in synchronization with other parts. The way air hits and flows over and under the car determines how a car will perform. Air is the medium through which the car has to move and if one is able to control how the air flows around the car, one will easily be able to control how the car moves. 

Of course, many other factors like grip also come into play, but with F1 having the same tires for all cars and running on the same track surface, those factors are neutralized. Hence, aerodynamics becomes crucial. Active means something that can move. For example, the flaps on the wings of an airplane that help create more lift or drag depending on whether a plane is taking off or landing are active aero.

With fixed aerodynamics, a car will have the same performance and handling characteristics but active aero makes these factors variable. Drag and Downforce are usually two terms that are related and usually come at the cost of each other. However, with active aerodynamics, these can be negated depending on what the condition demands. 

The Active Aerodynamics Regulations for the 2026 F1 Car that led to the Demise of DRS

The DRS in itself could’ve been considered as an active aerodynamic part. As the name ‘Drag Reduction System” suggests, it moves on the straight to reduce the drag of the car. Again, it was an element that actively changed the characteristics of the car. However, the 2026 regulations have gotten rid of it and brought active aerodynamics to the front and rear wing of the car.

Explaining the difference between DRS and active aero in FIA’s YouTube video where the regulations were revealed, FIA’s Head of Aerodynamics, Jason Somerville, said, “The difference between the DRS on the current car and the plans for the 2026 car really comes down to the use around the lap. Typically, DRS is an overtaking aid, and you grant DRS when you’re within one second of a lead car at specific points. With the 2026 car we’ll be giving the drivers the ability to switch between the high downforce and low drag modes irrespective of any gaps.”

The rear wing will now feature three elements that will move as a part of the active aero package, whereas the front wing will have two elements working in a similar fashion. Just having the rear downforce taken away would’ve drastically shifted the balance of the car and hence the front active aero has also been included. These will act in synchronization, depending on the modes.

How will the Active Aero Work on the 2026 F1 Car?

Coming to the modes, the active aero will have two states, namely Z mode and X mode. In Z mode, the car will be in the regular configuration, producing the maximum downforce as the wing elements will be closed whereas the X Mode is the lower downforce and drag mode where the wing elements will open up to increase the speed of the car.

The X mode will probably be activated on the straights. If the drag is high, the car has to push more to go through the air, which requires more power from the engine. With the new regulations limiting the flow of fuel to the engine, the X mode will further reduce the amount of power required to achieve top speed at the end of the straight. 

Jason Somerville while explaining how the system works, said, “At pre-defined points around the lap, a driver will be able to switch to a low-drag mode to give them performance down the straights where they’re not grip limited. Then, as you approach the braking zone, you’ll switch back to your high downforce mode.”

He continued, “Each car would have the ability to switch between these two modes, entailing moving the rear wing and readjusting the front wing, and any following car would do the same. This is an active system that’s controlled by the driver, although he will get a trigger, in the same way that he gets a trigger now, to indicate when he can activate the low drag mode. And the system will switch back to high downforce mode either under driver control or via brake pressure” 

F1 has previously tried to clamp down any attempts of manufacturers trying to make flexible wings that flex under load to help with performance. A great example of this is the technical directive released last year to clamp down on Aston Martin’s rumored flexible front wing. These new regulations will actively allow the team to change the front wing configuration depending on the part of the circuit.

However, a question still remains over how the FIA and F1 will mandate this rule and what the sporting directives will be around it.