Despite concerns there\u2019d be 22 lookalike cars, the brief \u2013 and often blurred \u2013 glimpse into Formula 1\u2019s new technical era has revealed cars with innovative designs up and down the grid.<\/p>\n
From Mercedes and Ferrari\u2019s mousehole to Aston Martin\u2019s suspension layout and McLaren\u2019s heavily twisted front wing, teams have found subtle but effective solutions to improve the performance of the car.<\/p>\n
Will McLaren copy Mercedes\u2019 \u2018rathole?<\/p>\n
Want more PlanetF1.com coverage? Add us as a preferred source on Google<\/a> to your favourites list for news you can trust<\/p>\n But as yet, no one knows which design, or which tiny but effective innovation, will win the title.<\/p>\n Last week at the Circuit de Catalunya, the teams had their first up-close look at their rivals\u2019 all-new F1 cars as the overbody air machinery with its active aerodynamics took to the track.<\/p>\n One of the innovations that stood out was the mousehole on the Mercedes W17 and the Ferrari SF-26.<\/p>\n More analysis from PlanetF1\u2019s technical editor Matt Somerfield<\/p>\n McLaren MCL40 reveals next-level aero design in Barcelona<\/a> <\/p>\n Push-rod vs Pull-rod: How F1 teams are shaping 2026 suspension strategies <\/a><\/p>\n The intent behind the hole is to enhance airflow and improve downforce by\u00a0allowing some airflow from the external surfaces to switch to the diffuser\u2019s inner wall, improving diffuser flow and downforce.<\/p>\n The Mercedes W17, which runs the same power unit that powers the McLaren<\/a>, also has a bit of wing near that hole to increase the airflow to the hole.<\/p>\n Last year\u2019s title winner McLaren does not have either the hole, nor the wing.<\/p>\n That intrigued former Jordan F1 technical director Gary Anderson, who noted that Mercedes especially hadn\u2019t gone with just a mousehole, they\u2019d enlarged it to what he termed a \u201crathole\u201d.<\/p>\n \u201cAs the slot in the rear of the floor leading into the diffuser exit has been enlarged this year, I suppose it should now be called \u2018the rathole\u2019, and it certainly could put the cat among the pigeons in terms of performance,\u201d he told The Race.<\/p>\n \u201cMercedes have also added what looks like a small wing section above the floor, increasing the power of that outward airflow in that area\u2026<\/p>\n \u201cAs we can see, most of the other frontrunners have, to some degree, an opening in this area. They also have the secondary turning vane mounted to the inner surface of the brake duct.<\/p>\n \u201cMcLaren, for now, are the exception, although it could be just around the corner. If not, I\u2019m sure we will see their interpretation of this opening in Bahrain.\u201d<\/p>\n But McLaren will not be the only team taking a hard look at its rivals cars, the MCL40 and its nose cone will also have caught the attention of rivals.<\/p>\n According to PlanetF1.com\u2019s Somerfield, the McLaren MCL40\u2019s front wing and nose cone is a design unlike any other.<\/p>\n \u201cIts endplate geometry is one of the more interesting solutions under the new rules,\u201d he said. \u201cThe leading edge is heavily twisted inboard, with the rest of the span laying down to encroach on the outer flaps. This changes the airflow\u2019s behaviour in that region and alters the wake turbulence behind the wheels.<\/p>\n \u201cRegulations intend for these wings to produce more inwash, but teams aim to extract maximum performance within those constraints.<\/p>\n \u201cMcLaren\u2019s wing doesn\u2019t attempt the outwash seen on recent cars, but it shows a clear effort to manage the flowfield effectively.<\/p>\n \u201cThe team uses a large diveplane aligned with the endplate twist, notch, and footplate taper, while omitting vanes atop the footplate.<\/p>\n \u201cThe mainplane and upper flaps feature a mature geometry, with the leading edge swept upward near the endplate to expose the underbelly, and central flap loading similar to recent designs.<\/p>\n \u201cThese wings are designed with two states in mind: active aero on the straights for drag reduction and cornering load when deployed.<\/p>\n \u201cUnlike previous generations, McLaren\u2019s mainplane and flaps are now full-span elements, with a narrower chord in the central section. The nose is minimalist, with a slender tip and slim main body, directing airflow cleanly along the car\u2019s centreline. The wing pillars curve from the nose to the wing body, aiding this flow.<\/p>\n \u201cActive aero actuation is internal, with minimal tie rods and less airflow disruption than solutions with external pods. A small hole on the nose bridge allows manual front wing adjustments, continuing a trend among teams using internal actuation.\u201d<\/p>\n Want to be the first to know exclusive information from the F1 paddock? Join our broadcast channel on WhatsApp<\/a> to get the scoop on the latest developments from our team of accredited journalists.<\/p>\n You can also subscribe to the PlanetF1 YouTube channel<\/a> for exclusive features, hear from our paddock journalists with stories from the heart of Formula 1 and much more!<\/p>\n