R26: several unconventional choices for the first Audi

It will be a long journey for Audi before it also wins in Formula 1, but the starting point already offers several ideas. The R26 presents atypical solutions regarding the chassis, which for the first time the ex-Sauber was able to develop in parallel with the power unit made in-house. The impression is that to anticipate the debut on the track the team has decided on a temporary aerodynamic look, which could change in the coming weeks. The framework The R26 features push-rod front suspension, conforming to the majority of the grid, which excludes Williams, Alpine and Cadillac, which instead opted for the pull-rod. There has been a lot of talk about the aggressive design of McLaren and Aston Martin, who have ‘bent’ the suspension arms beyond belief to serve aerodynamics. Audi, however, does not disappoint, with a strong inclination of the upper rear element downwards (1), guiding the flows arriving from the front wing in the direction of the bottom. As for the steering, the impression is that Jonathan Wheatley’s team has kept the power steering in front of the suspension, but it will be appropriate to wait for better images to confirm this. Looking back, you are struck by the shape of the chassis at the height of the rear-view mirrors, with a noticeable step down (2). Although other cars also adopt a similar solution, Audi is the one that goes the furthest in this direction, together with Haas. The technical department coordinated by James Key and Mattia Binotto wanted to make the most of the volumes allowed by the regulations, evidently raising the front part of the bodywork as much as possible to flare the lower area and/or have greater freedom for the suspension unit. The puhs-rod is also found at the rear, a scheme on which all the teams have focused. The strut rod is positioned in front of the upper triangle, while, as seen on other cars, the advanced lower element extends far forward. Overall, Audi has designed the rear suspension to interact aerodynamically with the flows collected by the bodywork, which is itself very different from the competition. Bonnet and sides One of the recognizable features of a single-seater is certainly the air-scope, the dynamic air intake above the driver. The R26 sports a circular one (3), where the openings outside the central triangle are relatively small, suggesting a certain relocation of the radiators to the sides. In fact, the side outlets (4), wide and flattened, are generous in size, but what is striking is their height position. In fact, between the upper surface of the side and the passenger compartment, there is another step, a sign of a different design of the volumes of the chassis and the bellies. From the side view you can appreciate a bodywork with a unique grid pattern, which partly recalls that of the Ferrari F1-75. The sides remain wide, acting as a physical barrier to protect the floor from the turbulence of the front wheels, without descending towards the rear as was the practice on ground effect cars. Furthermore, in the front part there is a bulge (5) which could reveal the presence of the lateral anti-intrusion cone. Finally, the upper part of the bonnet shows a rather small stabilizing fin (6), suggesting the presence of some radiating masses at the head of the combustion engine. Overall, the very simple lines of the bodywork lead one to believe that it is a provisional version, intended to carry out the shakedown at the beginning of January, with an updated look that could debut in the coming weeks. The front The solutions to the front end are also against the current, starting from the nose (7), large and stocky, with some similarities to that of the Aston Martin. It is not yet clear how much this depends on structural needs, given the greater severity of the homologation crash tests and a more hollowed out section going towards the rear, and how much it is instead an expedient to make the front wing work better. In this regard, the main profile is wavy, declining outwards. Active aerodynamics affect both upper profiles, unlike Mercedes and Aston Martin, who have chosen to limit themselves to a single moving element. On the outside of the endplate bulkheads, the R26 also has additional flaps (8), useful for mitigating the turbulent wake of the front wheels, although with a different design compared to those seen on some competitors. Finally, the cooling ducts of the front brakes emerge from the bulkheads protecting the rims and are characterized by a particular P-shaped contour (9). At the moment, Mercedes and Ferrari are the only ones to have placed the brake air intakes inside the carbon structure. A long-term project The competitiveness of the R26 will pass from that of the Audi power unit, the first ever for the German manufacturer, which brings with it the experience accumulated in other electrified competitions, such as the Dakar and Formula E. Being immediately at the level of the best will be difficult and Binotto himself has said several times that the objective is to compete for the world championship by 2030. The Hinwil team has the great opportunity to be entirely the architect of its own destiny, being able to develop the engine and frame in parallel. The biggest challenge will be to ensure maximum cooperation with the power unit department in Neuburg, as well as with the new hub opened in the United Kingdom. The ex-Sauber team is a team that needs to grow to close the gap to the top of the class. Also for this reason, the team has invested heavily in the development of the last two cars, despite being at the back of the grid, demonstrating that it can get back on top. Furthermore, in 2022, Sauber was among the teams that first managed to reach the minimum weight, securing an important advantage at the beginning of the year. If the team managed to repeat itself with the R26, Audi could start off on the right foot.