During preseason testing in Bahrain, a technical difference between Alpine and Haas was identified under the new regulations.
Formula 1 preseason testing at the Bahrain International Circuit was not only about logging miles, but also about observing how each team interprets the new technical regulations. In that context, the series focused on a specific difference between Alpine and Haas that was exposed on track, as a clear example of the different solutions that are beginning to emerge with the 2026 cars.
Through comparative images, Formula 1 highlighted visible variations in two key areas: the rear wing configuration and the front suspension system. Both concepts can directly influence the balance, aerodynamic load, and overall behavior of the car throughout the season, especially on circuits where tire wear and stability are decisive factors.
In the case of Alpine, the team where Franco Colapinto works within its structure, the A526 features a particular solution in the rear area. The design shows an upper section of the wing that is lower and practically aligned with the lower plane, something that caught attention from the first days of running. In contrast, Haasโ VF-26 maintains a more conventional setup in that sector, with a different arrangement of the rear wing elements and a more traditional interpretation of the regulations.
Formula 1 itself underlined this visual difference as an example of how each team adopts different approaches under the same set of rules. These decisions are not merely aesthetic: they are part of the search for aerodynamic efficiency, cornering stability, and better straight-line performance, aspects that can make the difference once official competition begins.
Another relevant difference can be seen in the front suspension. While several teams chose a push-rod system for 2026, Alpine (like Cadillac), opted for a pull-rod architecture. Haas, meanwhile, went with the push-rod concept, which is more widespread across the grid due to its practicality and ease of adjustment.
The distinction between the two systems lies in the location and function of the elements that connect the wheel to the chassis. In a push-rod setup, the rod pushes the rocker upward, allowing the dampers to be placed in an upper area that is easily accessible to mechanics. This makes quick modifications during a race weekend easier and provides a simpler structure to work with.
The pull-rod system, on the other hand, pulls the rocker downward and places the components in the lower part of the car. That layout can help lower the center of gravity and improve ground effect, although it makes access more complicated when changes need to be made, since engineers have to work in a less accessible area.
These technical choices reflect how Alpine and Haas interpret the same regulations in different ways. In a category where the margins are minimal, every detail matters, and these solutions can turn into either an advantage or a challenge once the season begins.