Exploring additive manufacturing in the 2026 Formula 1 Technical Regulations
The newly released 2026 Formula 1 Technical Regulations introduce significant updates concerning additive manufacturing (AM), reflecting the evolving role of this technology in motorsport engineering. These regulations establish the materials, components, and specific areas where additive manufacturing can be applied, ensuring safety and performance while promoting innovation. Like every year we take a look at the main elements and innovations that were introduced for next year’s F1 season.
Materials approved for AM
Like every year, regulations explicitly outline the materials permitted for additive manufacturing, emphasizing a range of metallic powders. These materials are designed for producing near-net shape components, where digital models are processed in separate layers and joined through selective melting, bonding, or sintering.
The list of aluminum alloys includes both generic and well-known proprietary products such as AlSi10Mg, AlSi7Mg, Al Cl−30AL, P339 AM, EOS Aluminium 2139 AM, Aheadd CP1 b from Constellium. Aluminum alloys with particulate reinforcing, A20X and 2024−RAM2, 6061−RAM2 from Elementum3D. These materials are favored for their lightweight and high-strength properties, making them ideal for high-performance applications in Formula 1. Allowed aluminum-magnesium alloys include Scalmalloy and HRL 7A77. These are known for their superior strength-to-weight ratios, essential in the racing environment.
Titanium Alloys are widely used in high-stress components and the regulations allow various titanium grades, including Ti6Al4V and Ti 5553, known for their excellent corrosion resistance and strength. Steel Alloys for AM include popular stainless steels such as 316, 304, and other high-strength steel grades that are crucial for components requiring durability under extreme conditions.
Among superalloys, the very popular Inconel 625 and 718 are permitted, along with Cobalt-Chrome. These are included for their ability to withstand high temperatures, making them ideal for parts exposed to extreme heat.
Additionally, the regulations stipulate that the finished mass of a component produced via additive manufacturing must be at least 60% of the mass of the printed component, excluding support structures. This ensures the structural integrity and performance of the parts. Finally, the use of additive manufacturing materials containing Beryllium is prohibited due to health and safety concerns.
Application of AM in specific parts
The 2026 regulations also specify the components where additive manufacturing is permissible, with a focus on maintaining the balance between innovation and safety. One of the most significant innovations – as highlighted by automotive AM expert Andrew Cunningham – is that the suspension uprights may now be additively manufactured using titanium or aluminum alloys. This flexibility allows teams to optimize the design and performance of suspension parts, crucial for vehicle handling and stability. With this development, as Cunningham jokingly pointed out “F1 has finally reached the level of technology found in Formula Student/SAE.”
Other AM components include exhaust assemblies: additive manufacturing is allowed in specific areas within the exhaust assemblies, where the technology’s precision can be fully leveraged. For instance, components like the stub/flange element at the cylinder head connection, the 3-into-1 element joining the primaries to the secondary, and the connection between the secondary and the turbocharger (TC) are all specified areas where AM can be applied. However, these elements are subject to strict dimensional constraints to ensure consistency and performance across all teams.
Despite the extensive use of additive manufacturing, the regulations impose certain limitations to maintain fairness and performance standards. Notably, for the primary heat exchangers, the regulations mandate that the core and header tanks be made of aluminum alloy, and that the core itself cannot be produced by additive manufacturing. This restriction is likely intended to ensure reliability and prevent the development of ultra-lightweight, potentially less durable heat exchangers that could compromise safety.
The dimensions of the tubes and fins within the heat exchanger are also tightly controlled, with specific minimum thicknesses required. These measures ensure that while additive manufacturing can be used to enhance performance, it does not lead to unsafe reductions in material thickness or compromise the integrity of critical cooling systems.
This article was originally published in June 2024
