The Arrival of Cadillac's F1 Dream: A New Chapter in Motorsport
On a chilly January morning at Silverstone, the highly anticipated 11th team in Formula 1 made its debut - Cadillac, embarking on its inaugural F1 2026 shakedown. With a renowned car manufacturer backing this venture, it's an official works team, albeit temporarily utilizing a Ferrari power unit while they establish their own operations. But every journey begins with a single step.
Cadillac has been patiently building towards this moment, and today marks a significant milestone. The countless late nights, the challenging problem-solving, and the anticipation of soon discovering their true standing in the F1 hierarchy make this a very real and exciting time for everyone involved.
What's impressive is that Cadillac is already a step ahead of most of its rivals in adapting to the new regulations. Their dedication and preparation are evident.
Let's delve into some of the technical aspects that caught my eye. First, the team has opted for a pullrod front suspension (highlighted in red), a decision I fully support. The lower center of gravity and reduced aerodynamic blockage make it a clever choice.
Additionally, there's a notable amount of anti-dive on the top front wishbone (dark blue highlight), but this is somewhat counteracted by the pro-dive on the lower wishbone (dark green highlight). Controlling the underfloor area is crucial for ground effect cars, even with less powerful ground effect than last year's models.
An interesting feature is the horizontal wing element on the outer upper edge of the front wing endplates (orange highlight). This is a new area of development, and I'm eager to see how teams interpret and refine this design to optimize airflow around the front tires.
The radiator inlet (magenta highlight) is designed as a horizontal letterbox with a vertical opening, creating what appears to be a substantial sidepod undercut. This design choice also includes a steeply angled upper sidepod surface, a departure from last year's practice of sealing the underfloor edges. However, sealing the sides of the floor has its advantages, even with simpler car designs.
For the rear suspension, Cadillac has chosen a pushrod-operated inboard mechanism (orange highlight) with anti-lift on the rear wishbone (blue highlights). By using Ferrari gearbox internals but manufacturing their own casing, Cadillac has the flexibility to customize their rear suspension geometry.
When it comes to cooling, the hot air exits are strategically placed to minimize downforce loss. One such exit is located on the upper corner of the chassis shoulders (yellow ellipse). Finding the optimal position for these exits is a delicate balance, as regulations prevent teams from exploiting certain areas to maintain fairness.
Seeing Cadillac's all-black test car brings back memories of the first Jordan at Silverstone in 1990. The Jordan 911, driven by fellow Irishman John Watson, was a significant moment for Eddie Jordan, myself, and the small team of 25. It's heartwarming to see some of those early team members now contributing to Cadillac's hundreds-strong workforce. Best of luck to them!
I'm thrilled to witness this new team's progress, but let's not forget that the real challenge is just beginning. The hard work has only just started, and I can't wait to see how Cadillac evolves and competes in the world of Formula 1.
