The future of Formula 1 has arrived sooner than anyone expected, and it has brought with it a whirlwind of technical revelations, corporate confusion, and the roar of American ambition. While the rest of the grid is still keeping their cards close to their chests, the underdog heroes at Haas and the bold newcomers at Cadillac have blown the doors off the 2026 regulations. In a move that has sent shockwaves through the paddock, these two teams have provided us with our first tangible look at the next generation of F1 machinery—and in doing so, they’ve inadvertently spilled some of the biggest secrets of the upcoming season.
The Ferrari Secret That Haas Couldn’t Keep
In the high-stakes world of Formula 1 espionage, it is usually the big teams that dictate what information gets out and when. But this week, the small, scrappy Haas team accidentally became the whistleblower on Ferrari’s technical revolution. By releasing digital images of their VF-26 challenger, Haas didn’t just show off their own work; they effectively stripped naked the rear end of the 2026 Ferrari.
Because Haas purchases its gearbox, carrier, and rear suspension directly from Maranello, their design choices are effectively Ferrari’s design choices. The images confirm a massive technical U-turn: Ferrari is returning to a push-rod rear suspension for the first time since 2011.
For the uninitiated, this is a huge deal. For years, Ferrari has stubbornly stuck to a pull-rod configuration, even when it seemed to be causing them fundamental handling issues compared to their rivals. A push-rod system, where the suspension member mounts high on the chassis and low on the wheel assembly, is generally considered better for aerodynamics in the modern era. It clears up space for airflow, which is critical when you are trying to feed the complex Venturi tunnels under the car.
Seeing Haas adopt this layout confirms that Ferrari has finally admitted defeat on their old philosophy and is joining the push-rod trend. It is a rare glimpse into the design offices at Maranello before their own car has even seen the light of day. It suggests that the 2026 regulations, which feature narrower front wings and new floor physics, have forced the Italian giants to completely rethink how they suspend their cars. If you want to know what the red car will look like under the skin, just look at the white and black one from America.
Cadillac: The American Rebel
While Haas was busy leaking Ferrari’s secrets, Cadillac was making history of its own. The automotive giant, partnering with Andretti, didn’t just release a render; they actually put a car on the track. In a shakedown at a rainy Silverstone, with none other than Sergio Perez behind the wheel, the unnamed Cadillac machine turned its first wheels in anger.
But what stands out about the Cadillac isn’t just that it exists—it’s that it refuses to follow the herd. In a grid that seems to be converging on push-rod suspension at the front, Cadillac has opted for a pull-rod front suspension. This makes them an immediate technical outlier.
Why would a rookie team take such a risk? It comes down to their unique status. Although they use Ferrari gearbox internals, Cadillac manufactures its own casing. This gives them the freedom to design their own geometry rather than being beholden to Ferrari’s mounting points like Haas is. It is a bold statement of independence. They aren’t just here to buy parts and race; they are here to engineer their own destiny.
The visual differences don’t stop there. The Cadillac features a fascinating “letterbox” sidepod intake—a high, horizontal slit that creates a massive undercut for airflow. It looks aggressive, distinct, and shockingly different from the more immature, bulbous shapes seen on the Haas. It suggests that despite their late start, Cadillac’s engineers have been aggressive in their aero concepts. They aren’t playing it safe; they are swinging for the fences.
A Blast from the Past: The Return of Retro Wings
One of the most jarring things about seeing these 2026 cars for the first time is just how… old they look. If you squint, you might think you’re looking at a grid from 2008. The new regulations have inadvertently brought back some serious retro aesthetics.
Both the Haas and the Cadillac feature large, horizontal wing elements on the upper edges of the front wing endplates. These grand structures bear a striking resemblance to the complex aerodynamic furniture we saw in the late 2000s, before the FIA clamped down on bodywork. It seems the new rules, intended to simplify racing, have opened up new loopholes for designers to manipulate airflow around the front tires.
The floors are also grabbing attention. The front of the floor now features massive “fences”—vertical strakes designed to channel air underneath the car. Haas has gone for a simple three-tier interpretation, while Cadillac’s looks surprisingly basic. These are the critical areas where the championship will be won or lost, as teams figure out how to seal the floor and generate ground effect downforce. Seeing these retro-futuristic hybrids on track is a stark reminder that F1 design is cyclical. What was once old is new again, provided it makes the car go faster.
The Toyota Branding Embarrassment
Off the track, the headline story is the deepened alliance between Haas and Toyota. The American team has rebranded itself as “TGR Haas,” signaling a major partnership with Toyota Gazoo Racing. It sounds impressive—a return of the Japanese giant to the pinnacle of motorsport. There is just one awkward problem: Toyota seemingly forgot to tell their marketing department.
In a bizarre twist of corporate timing, just days after the “TGR Haas” name was officialized and logos were plastered all over the Banbury factory, Toyota announced a global rebranding. They are wiping out the “Gazoo Racing” (TGR) moniker entirely in favor of simply “Toyota Racing.”
So, we are left with a situation where the F1 team is named after a brand that arguably no longer exists. It is the kind of clumsy corporate oversight that fuels critics who say Toyota lacks a clear master plan for F1. Is this a full works team in the making, or just a marketing exercise gone wrong?
Despite the naming chaos, the technical alliance is real and growing. Toyota is providing manufacturing capacity and, crucially, a new driver-in-loop simulator. However, even this comes with a catch. The simulator won’t be fully operational until May or June 2026—far too late to influence the design of this year’s car. It seems the “Toyota benefit” is a long-term play, not a quick fix for the upcoming season.
The Harsh Reality for Cadillac
Finally, we must address the elephant in the room: expectations. Because Haas was the last new team to enter F1 and scored points on their debut in 2016, many are looking to Cadillac to replicate that Cinderella story. But the reality is much harsher.
The Formula 1 of 2026 is a different beast compared to 2016. Back then, Haas could beat failing teams like Manor and a disastrous McLaren-Honda. Today, there are no “backmarkers” in the same sense. Sauber is becoming Audi; McLaren is a championship contender; even the “worst” teams are highly professional outfits.
Cadillac is doing this the hard way—designing more in-house, with less lead time, and in a more competitive era. Their car was signed off in November, a conservative approach aimed at reliability rather than raw performance. While seeing Sergio Perez drive the car is a morale booster, the mountain they have to climb is Everest-sized. They are likely to be fighting just to survive, let alone score points.
The 2026 season hasn’t even started, but the drama is already at fever pitch. Secrets have been leaked, brands have been botched, and the cars look wilder than we imagined. If this is just the preseason, we are in for an incredible year.