Aston Martin arrives with the biggest development package of the weekend, McLaren continues its aggressive update programme, while teams across the grid adapt their cars to one of Formula 1’s most demanding high-downforce circuits.
Development never stops in Formula 1, but the focus changes dramatically from circuit to circuit.
Just one week after Spa-Francorchamps rewarded aerodynamic efficiency and low drag, the championship heads to a venue that demands almost the complete opposite.
The Hungaroring is one of the highest-downforce tracks on the Formula 1 calendar. Its succession of medium and slow-speed corners places a premium on aerodynamic grip, traction and braking stability rather than outright straight-line speed. Unsurprisingly, many teams have abandoned the low-drag philosophy seen in Belgium in favour of packages designed to generate more load and improve airflow through slower corners.
Aston Martin headlines the weekend with by far the largest upgrade package, introducing changes across virtually every aerodynamic surface of the AMR26. McLaren brings five updates, while Red Bull, Ferrari, Mercedes and Racing Bulls continue their development programmes with targeted revisions. At the other end of the scale, Alpine is the only team not to submit any upgrades for the Hungarian Grand Prix.
Aston Martin (16 updates)
No team arrived in Budapest with a more ambitious package than Aston Martin.
The Silverstone-based squad has revised almost every major aerodynamic surface on the car, including the front wing, nose, front brake ducts, floor, floor fences, floor edge, diffuser, sidepod inlet, engine cover, rear suspension, rear corner, rear wing, beam wing and rear wing endplates.
Rather than chasing gains in one isolated area, Aston Martin has introduced a complete aerodynamic package designed to work together. The revised floor generates more aerodynamic load, while changes to the bodywork improve airflow towards the rear of the car. New rear suspension fairings complement the floor revisions, and the updated rear wing has been designed to increase downforce while reducing drag in key areas.
McLaren (5 updates)
McLaren continues one of the grid’s most aggressive development programmes.
The Constructors’ Championship contenders have introduced revisions to the rear wing, floor, front corner furniture and rear corner furniture, alongside larger front brake cooling exits to cope with Budapest’s demands.
The new floor features revised geometry aimed at improving airflow and increasing local aerodynamic load, while changes around both corners of the car are intended to better manage airflow around the tyres. Meanwhile, the revised rear wing endplate improves aerodynamic efficiency across a wider operating window.
Mercedes (3 updates)
Mercedes has tailored the W17 specifically for the Hungaroring.
The Brackley outfit has introduced a revised rear wing, a wider engine cover exit and a redesigned tail winglet integrated into the rear wing brace.
The rear wing and tail winglet are designed to generate additional downforce suited to Budapest’s characteristics, while the larger cooling exit helps ensure sufficient airflow through the radiators during one of the season’s more demanding cooling events.
Red Bull (3 updates)
Red Bull’s development programme continues with three aerodynamic revisions.
The team has updated the rear wing pylon profiles, revised the diffuser geometry and introduced a new rear wing flap configuration.
The revised diffuser increases surface area around the rear impact structure to generate additional local load, while the new rear wing geometry produces greater downforce through revised camber and chord profiles. Together, the package is aimed at extracting more grip without compromising aerodynamic stability.
Ferrari (2 updates)
Ferrari continues refining its rear wing package.
The Scuderia has introduced revised rear wing flaps, reshaped endplates, new support pillars and an optional winglet cascade that can be fitted depending on the level of rear downforce required.
According to Ferrari, the latest evolution is part of its normal development cycle and focuses on generating additional rear load. The optional winglet allows engineers to trade aerodynamic efficiency for increased downforce should track conditions require it.
Williams (2 updates)
Williams has focused on circuit-specific changes.
The Grove-based team has introduced a revised rear wing flap assembly together with a modified floor body featuring new outboard floor winglet geometry.
Both updates have been developed specifically for the Hungaroring, increasing rear downforce while adjusting aerodynamic loading around the rear corner of the car to better suit Budapest’s slower layout.
Racing Bulls (3 updates)
Racing Bulls arrives with three updates centred on airflow management and cooling.
The Faenza-based team has added winglets to its recently introduced roll hoop, revised the rear wing and introduced additional cooling louvre options within the engine cover bodywork.
The revised roll hoop winglets improve airflow towards the rear of the car, while the updated rear wing generates additional aerodynamic load through changes to the flap geometry. The extra cooling options give engineers greater flexibility should temperatures rise during the weekend.
Haas (1 update)
Haas has opted for a targeted approach.
Its sole update is a revised rear wing featuring an optimised SM fairing and a more aggressive Gurney flap configuration.
The changes are intended to increase rear wing loading, giving the VF-26 more rear-end grip around one of Formula 1’s most technical circuits.
Audi (1 update)
Audi continues the gradual evolution of its package with a revised rear wing endplate.
The updated profile is designed to generate additional local aerodynamic load while maintaining overall aerodynamic efficiency.
Cadillac (1 update)
Cadillac’s only update focuses on brake cooling.
The American manufacturer has revised the inlet scoop and exit aperture surfaces within the front brake ducts to improve airflow through the cooling system and provide additional brake cooling capacity around the Hungaroring.
While not expected to deliver outright lap time, the changes should improve thermal management over long runs.
No upgrades for Alpine
Unlike the rest of the field, Alpine has elected not to introduce any new components for the Hungarian Grand Prix.
That should not necessarily be interpreted as a lack of development. Teams frequently skip circuit-specific upgrades when they are satisfied with their existing package or when larger developments are being prepared for future races. Instead, Alpine will rely on setup optimisation to extract maximum performance from its current specification.
More than just car upgrades
While aerodynamic updates often dominate the headlines, every Formula 1 weekend also brings a fresh set of technical operating parameters issued by the FIA for each circuit.
The parameters vary from circuit to circuit because every venue places different demands on the car’s electrical systems, energy recovery and deployment.
The changes between Spa-Francorchamps and the Hungaroring provide a perfect example.
One of the biggest differences is the power-limited distance. At the Belgian Grand Prix, teams managed the hybrid system over 4,594 metres of the lap. At the Hungaroring, that distance falls dramatically to 1,885 metres, reflecting the circuit’s much shorter full-throttle sections.
In simple terms, Formula 1’s hybrid systems don’t operate exactly the same way every weekend.
Teams constantly harvest energy under braking before deciding where and when to deploy that stored electrical energy for maximum performance. Because Hungary features fewer long straights than Spa, engineers must rethink how they recover and use that energy across a lap.
Qualifying also sees a notable change.
The FIA has increased the maximum recharge allowance from 7.0 MJ at Spa to 9.0 MJ for the Hungarian Grand Prix, giving teams a different energy profile to work with over a single qualifying lap. Meanwhile, the maximum recharge permitted during the race remains unchanged at 8.5 MJ, while overtake mode continues to allow 9.0 MJ.
Another subtle adjustment comes in the permitted power reduction rate. Hungary doubles the maximum rate from 50 kW/s used at Spa to 100 kW/s, another example of how the FIA tailors the operating parameters to suit the characteristics of each circuit.
These changes do not give one manufacturer an advantage over another. Every team operates within the same FIA limits. The challenge lies in deciding how best to recover and deploy electrical energy within those parameters over the course of a lap.
Power Unit Watch
Under Formula 1’s regulations, drivers are allocated a limited number of Internal Combustion Engines (ICE), turbochargers (TC), MGU-H units, MGU-K units, Energy Stores (ES), Control Electronics (CE) and exhaust systems. Exceeding those allocations results in grid penalties, making component management increasingly important as the championship progresses.
Several drivers are beginning to approach those limits.
Racing Bulls driver Isack Hadjar has already used five internal combustion engines, five turbochargers and five exhaust systems, placing him among the closest to requiring additional components later in the season.
Mercedes championship leader Kimi Antonelli has reached four internal combustion engines and four exhaust systems, while teammate George Russell has also used four internal combustion engines.
At Aston Martin, Fernando Alonso has already used five Energy Stores and five Control Electronics, highlighting another area teams must carefully manage as the calendar moves into its second half.
Although none of these figures automatically result in penalties this weekend, they illustrate the balancing act every team faces. Introducing fresh components can improve reliability and performance, but exceeding the seasonal allocation comes at the cost of grid position.
The Hungarian Grand Prix presents a fascinating contrast to last weekend’s Belgian Grand Prix.
While the visual focus will be on Aston Martin’s comprehensive aerodynamic overhaul and the continued development programmes of McLaren, Red Bull and Ferrari, there is just as much happening beneath the bodywork.
