Leon Kennedy wrote: ↑14 Feb 2026, 22:52
Guys, I found some really interesting things on x and I'll tell you my theory.
https://x.com/i/status/2022758881986838925
The fact is that they cover the frame when they start the engine without the nose cone.
If it's true that:
they cover the front area and only do it with the engine running, with the engine off and then something related to the hydraulic pressure changes state.
Engine running = hydraulic pressure
In the F1: The ICE puts pressure on the hydraulic system, infact the hydraulics govern:
gearbox
clutch
differential
power steering
and especially suspension systems.
The most plausible hypotheses:
3.Hydraulic preload system
When there is pressure, could stabilizes
and with the engine off, it is "soft"
2. Pitch control via interconnection and could try to limit height variations
3. Platform anti-stall system and maintains a constant floor height as load increases.
What do you think about this? For me it's a gray area.
The suggestion that Aston Martin might be using hydraulic pressure from the Power Unit to manipulate suspension states touches upon one of the most strictly policed boundaries in Formula 1.
Under the FIA 2026 Technical Regulations, specifically Article C10.2.4, any "powered device" capable of altering the configuration or affecting the performance of any part of the suspension system is strictly forbidden. While it is technically correct that the Internal Combustion Engine (ICE) drives the hydraulic pump—which in turn provides the necessary pressure for the gearbox, clutch, and power steering—the regulations create a hard wall between these essential functions and the car's sprung suspension.
That they cover the front bulkhead when the engine is started without the nose cone likely points to the initialization of the car's complex passive systems rather than an active hydraulic preload. According to Article C10.2.2, the suspension of each axle must be independent and arranged so its response results only from changes in load applied directly to the wheels. A system that uses engine-driven hydraulic pressure to "stabilize" or "stiffen" the chassis upon startup would effectively constitute an active suspension, which is illegal.
Furthermore, any coupling between the suspension and other systems, such as steering or braking, is explicitly prohibited.
What you perceive as a "gray area" is more likely the integration of highly sophisticated, yet passive, heave dampers and spring arrangements. These components often rely on high-pressure gas or fluid reservoirs to maintain the "platform" and prevent the floor from stalling at high speeds. When the engine is off and the system is not fully pressurized for a run, the car might appear "soft" or sit at a different height. However, once the car is in motion, Article C10.2.5 dictates that no adjustments can be made to any suspension system. The secrecy involving the covers is standard practice to hide the specific geometry of these inboard components—classified as Listed Team Components (LTC)—which define the car's aerodynamic stability.
Ultimately, while the Power Unit does provide the energy for the hydraulic system, that energy is legally restricted to non-suspension functions. Any evidence that PU energy is being used to maintain a constant floor height or control pitch would be seen as a violation of the requirement that suspension must only respond to wheel loads. The "gray area" is thus not in the legality of the energy transfer itself, which is forbidden, but in how teams package passive, pressure-dependent components to mimic the stability of an active system without violating the ban on "powered" intervention.
