Red Bull Racing F1 upgrades 2026

Revised to comply with 2026 regulations.

Up to 3 elements for 2026 by regulation, with allowance to attach at either first or second element with those rearward able to move for balance and SM drag reduction. The ORBR design attaches at the first element allowing both flaps to perform the SM/CM change.

Revised to comply with 2026 regulations.

Mandated to be supported on two pylons intersecting the underside of the mainplane. One or two element flap assembly actuating to engage SM and reduce drag. Chord length of the mainplane is to team design and the endplates have returned to be perpendicular panels at the ends of the elements. ORBR design places the actuator on centreline.

Revised to comply with 2026 regulations.

Nose profile revised by regulation and the need for SM actuation of the front wing flap or flaps with concurrent or separate balance adjusters. ORBR design places all the adjustments within the nosebox.

Revised inlet and exit geometries Given the braking energy demands of Suzuka, minor changes have been made to the rear wheel bodywork to suit the brake material requirements.

Upper surface revised to meet new sidepod Consequential changes to meet new sidepod geometry and extending forward to the chassis, benefitting from the efficiency to offer more load.

Revised inlet and therefore surrounding to meet chassis and floor.

To ingest higher pressure air to the sidepod inlet from upstream, the profile has been revised based upon simulation and initial running results yielding improved efficiency

Surfaces adapted to meet the new sidepod inlet geometry As a consequence of the inlet changes, the sidepods have been revised to suit and offer an efficiency improvement for cooling and downstream surfaces.

Revised front wheel bodywork inboard surfaces.

To gain further efficiency the intake and exit ducts have been revised to draw inlet air from the highest pressure source available and exit with minimal blockage.

Surfaces adapted to meet the new sidepod inlet geometry

In combination with floor, including the coke split line, a new topbody has been derived offering revised cooling exits and flow stability downstream.

Revised wheel bodywork inboard geometry and suspension farings The inboard rear suspension shrouds have been blended to the new engine cover and quarter panels to maintain efficiency.

Rear wheel bodywork has subtle geometric revisions to incorporate further optimisation of both brake cooling and local flow for more load.

Revised element and endplate geometries.

A further step of optimisation to all three elements and the endplate now including the permitted diveplane. Offering more load with the same or improved flow stability.

Revised wing attachments for the mechanism to deploy rear wing Straight mode mechanism To allow more travel, the mechanism and attachments to the elements has been revised necessitating a subtle altering of the third profile near centreline.

To encompass the revied floor bib, the sidepod inlet and mirror support geometries have been revised

Keeping the sidepod inlet ingesting the highest pressure air, the intake and surrounding surfaces have changed to accommodate the new Floor and Engine Cover, extracting more load whilst maintaining flow stability downstream

Revised bib surfaces to the sidepod and coke line change The revised bib geometry accommodates changes to the forward floor structure, then blends with the sidepod to then meet the engine cover.

Extracting more load whilst maintaining the downstream flow stability.

Bib edge trim and revised forward floor devices To further optimise both the bib and forward floor devices, the former has a trim applied and the latter mildly increased camber resulting in the local load increasing

Revised brake duct exit geometry The next two circuits on the calendar demand more brake assembly cooling and to offer this an enlarged exit duct has been produced to enhance the cooling

exit panel option Given the forecast for Montreal, a closed radiator exit panel has been created with the louvre steps necessary for the race in Miami now closed.

Revised front wing flap elements Both second and third front wing elements forming the flap assemblies are revised to shift the aerobalance range available for the upcoming circuits.

The low air speed nature of the Monaco circuit demands a larger exit duct for the front brake material and caliper cooling.

Third element extension and SM fairing extension The rear wing has a central extension and the SM mechanism fairing also has an extension both adding beneficial local load to the rear wing, in the absence of Straight Mode operation.

the brakes, the speed profile of the Monaco track implies engine cover and sidepod cooling exits need to be opened for Power Unit and Gearbox.

the front wheel bodywork trims for steering lock The suspension fairings and the inner face of the front wheel bodywork have been trimmed to allow greater angles than the minimum requirement of the regulations for the unique nature of the Monaco circuit.

Camber increase of the front wing flaps.

Should the front wing load demand exceed expectations, a more cambered flap assembly has been produced to offer more local load. 3 4

and flow conditioning.

The wing element geometries have been revised where these meet the endplate Achieved by modifying existing parts, a new geometry of the elements near the end plate becomes available. Aim being to improve the local load whilst maintaining flow stability.

Revised for the rear suspension fairings and attendant winglets Primarily inboard of the rear wheels to accommodate the fairing revisions and blends into the wheel bodywork keeping the surfaces tidy whilst maintaining flow stability.

Subtle revisions to the surfaces including forward floor as well as the junction line with the topbody A further iteration of optimisation to compliment the new sidepod inlet, extending to the forward floor and then to the sidepod all to generate more local load and extract performance Floor Board Performance – flow conditioning Subtle profile changes to the louvres and supports between

As part of the sidepod revision, a floor board change was also accomplished to offer another iteration of design to improve the downstream conditions for the sidepod and beyond.

Revised pylon profiles Given the pylons now by regulation contact the mainplane underside, the interface is sensitive and revised with pylon changes to the same element profiles seeking to extract more load and at least maintain flow stability.

Revised sidepod panels to meet the new inlet geometry then following the floor junction profile Having altered the inlet, the consequence was then to re-optimise the sidepod profiles simultaneously matching the updated floor at the junction line. Minor changes to the central engine cover and cooling louvres.

Revised overlap between the tailpipe exit profile and the supporting tailpipe bracket A subtle re-positioning of the tailpipe has enabled the last portion, which is regulated to circulated and within a limited angle range to have greater overlap with the one permitted supporting bracket to extract more local load.

Revised sidepod inlet geometry extending downwards and rearwards Optimised following earlier changes upstream the sidepod inlet has been re-profiled and re-positioned to capture air with good enough pressure for the radiators. This led to re-profiling to meet the floor.

Reprofiled fairings and junctions to the tail/gearbox and into the rear wheel bodywork Revisions to the fairings to better match the upstream conditions and maintain flow stability whilst extracting more local load.

Rear wheel bodywork winglets Inboard of the rear rims and as part of the rear wheel bodywork assembly, the cascade wings have been revised by changing the number of elements to improve the load characteristics and stability.

Revised pylon profiles Given the pylons now by regulation contact the mainplane underside, the interface is sensitive and revised with pylon changes to existing element profiles seeking to extract more load and at least maintain flow stability.

Revised pylon profiles By exploiting the permitted rear wing pylon geometry, the camber of the pylons has been increased to extract a little more load and maintain, even enhance the flow stability.

Revised flap element geometry Following iterations of the rear wing design, a revised flap pairing has become available for the Hungarian GP offering more load from revised camber and chord geometries.

This change is accompanied by a minor revised to the lower brace (wing) geometry as part of the new design.

Revised diffuser geometry Having observed some competitor designs, the floor diffuser geometry has gained surface area adjacent to the rear impact structure offering a local gain in load.

To improve reliability of the wheel bodywork assembly, the lower wishbone rearward leg chord length has been locally shrunk to reduce strain on the gaitor at high steering angles.

to wheel bodywork gaitor revision To improve reliability of the rear wheel bodywork assembly, the gaitor providing an aerodynamic seal has been changed to reduce the probability of splitting from the wishbone and now removed winglet junctions

Revised bib edge profile In seeking to validate an alternative geometry, the edge profile has been revised for evaluation in Monza.

The new geometry will revise the flow to create more local load with improved aerodynamic stability.

Revised tailpipe bracket In order to operate the Power Unit reliably around the Monza circuit with its unique demands, the tailpipe bracket has been trimmed to offer less blockage.

Revised endplate vane A trimmed front wing end plate dive-plane is available for evaluation in Monza which aims to improve downstream load from the floor.

the work from Monza, the new and more robust gaitor gains winglets downstream of the suspension fairings seeking to restore the load of earlier races whilst maintaining a sealed wheel bodywork.

the laminate and shape have been altered to ideally eliminate deterioration of the structure and aerodynamic surfaces by reducing the local strain.

Revised split line to the floor Accompanying the new floor, the sidepod has been revised with a new junction or split line to the floor, to supplement the floor changes yielding more local load.

Revised floor and diffuser geometries.

The realisation of development iterations sees a new floor geometry with subtle changes within the permitted geometry to extract more local load whilst maintaining flow stability.

Revised to suit the sidepod To blend the new sidepod to existing surrounding geometry, the cooling louvres have been revised whilst maintaining the range of cooling levels offered previously.

Revised halo fairing geometry A small change to revise a turning vane on the fairing to better serve downstream components, the flow stability and therefore load generation.

Revised mirror geometry Also accompanying the floor and sidepod, the mirror assembly geometry has been revised to aid the downstream conditioning and supplement the local load increase.

Revised Floor Board geometry Applied above the existing floor foot geometry, the new board realises development work to extract more load locally whilst maintaining flow stability behind the front tyres.

Enlarged exit duct By modifying existing parts, a larger exit duct has been achieved for more cooling flow to cope with the anticipated brake energy of the Singapore circuit

Revised end plate and flap geometries A new wing design has been achieved by modifying a previous front wing assembly, which has been further optimised to offer more local load whilst maintaining the flow stability.