The FIA has banned active aerodynamic “straight mode” and removed DRS for the 2026 Monaco Grand Prix, ruling that cars must run with fixed aerodynamic surfaces for safety and circuit-specific reasons. The governing body confirmed straight mode will not be available during laps at Monte Carlo and F1.com’s official track map shows no straight-mode activation zones. Officials cited Monaco’s curved start-finish layout, the lack of any sustained section meeting the FIA’s minimum three-second activation requirement, the Tunnel exit speeds and limited run-off as reasons the adjustable wings and straight-mode stability limits are incompatible with the circuit. The FIA said the decision makes Monaco the first race weekend without moveable wings since DRS was introduced in 2011 and stressed the restriction is targeted to Monaco rather than a permanent rule change.

Overtaking aids will be limited to the new Overtake Mode, with a detection window placed between the Swimming Pool and Rascasse corners and activation occurring on the run to the final corner, just before Turns 18 and 19 (Anthony Noghes). The FIA and drivers warned that deploying straight mode causes a substantial loss of downforce and that disabling it at Monaco will make passing more difficult. Audi driver Gabriel Bortoleto said he expects overtaking to be harder under the change. The move is part of a format and technical response to Monaco’s chronic lack of overtaking, and last year’s one-off mandatory two-stop rule has been dropped for 2026.

Teams must shift technical emphasis toward maximum downforce and strong low- to medium-speed handling and may bring Monaco-specific high-downforce packages to compensate for the ban on active aero. Qualifying is expected to be especially decisive on Monte Carlo’s tight street layout. Observers flagged potential beneficiaries, naming Ferrari’s SF-26 and McLaren’s short-wheelbase MCL40 as cars that could gain from the fixed-aero conditions, while Mercedes arrived at the weekend as the season favorite after recent dominance and a W17 downforce upgrade introduced in Montreal. The FIA framed the ruling as a safety-driven, circuit-by-circuit application of the 2026 rules that could reshuffle the weekend pecking order without eliminating existing pace advantages, and other venues such as Montreal will retain multiple straight-mode zones.

McLaren would consider building its own F1 power unit only if new engine rules and costs made it financially and technically viable, CEO Zak Brown told media at the Indy 500, including the Sports Business Journal. He said “the numbers have to add up,” and stressed the plan was conditional, not imminent.

The team buys power units from Mercedes’ High Performance Powertrains (HPPT) and is contracted with Mercedes through at least 2030. McLaren has used customer engines for much of its modern history, including spells with Renault and Honda. Reports differ on when the McLaren–Mercedes customer tie began (either 1955 or 1995), but all accounts say it ended in 2014 and resumed in 2021.

McLaren’s recent on-track success — winning the 2024 constructors’ title and the 2025 drivers’ and constructors’ crowns — gives the team commercial and technical leverage, and some coverage says it has outperformed the Mercedes works team since 2024.

Brown’s comments came amid debate over the incoming 2026 power-unit rules. Regulators increased the hybrid-electric contribution from 20% to 50% in 2026, a change that drew driver criticism. A proposed 2027 change would shift to a 60-40 combustion-to-electric split and would need backing from at least four of the six manufacturers on the Power Unit Advisory Committee. FIA president Mohammed Ben Sulayem has promoted replacing the current V6 with a V8 around 2030-31.

Brown defended the current on-track product, citing races such as Miami with multiple leaders and saying drivers and rule‑makers will adapt. Any decision by McLaren to build its own engines will depend on how the sport’s technical and commercial environment evolves.