Mercedes tested a clever exhaust-area aerodynamic solution in Madrid, then removed it hours later after the track offered more grip than expected.

Mercedes arrived at Madrid with several changes for the W17. Some were designed for the new circuit. Others were aimed at gaining more performance.

One of the most unusual solutions appeared during Free Practice 1. The team tested a new aerodynamic device around the exhaust area.

The concept focused on increasing rear downforce. Mercedes expected the Madring surface to offer low grip. More aerodynamic load could therefore help the car generate traction and protect the rear tyres.

However, the track behaved differently.

Mercedes discovered that the asphalt offered more grip than expected. As a result, the team removed the new solution during Free Practice 2.

The new concept was linked to the way Mercedes managed the exhaust flow.

Ferrari had already developed an approach based on the aerodynamic potential of the hot exhaust gases. Other teams later explored similar solutions after the FIA allowed parts of the concept to be copied.

Mercedes chose a different interpretation.

The W17 featured longer-than-usual rear-wing support pillars. Those pillars carried small metal extensions with a double-profile element positioned ahead of the upper part of the exhaust outlet.

The shape looked slightly like an arrow.

That detail was not simply decorative. It formed part of a carefully designed micro-aerodynamic system around the exhaust.

The new element also worked with another flap near the lower section of the exhaust outlet. Together, these parts were designed to influence the airflow around the rear of the car.

The goal was more rear downforce

Mercedes had a clear reason for trying the solution.

The W17’s six-cylinder power unit gives the team a strong engine performance. That creates room to trade a small amount of power for additional aerodynamic load when the circuit requires it.

In Madrid, rear grip was a major concern before the weekend.

Teams expected the new surface to provide limited grip. More downforce could therefore help the rear tyres generate traction.

It could also reduce excessive tyre temperatures.

The unusual rear-wing arrangement was therefore designed around the specific characteristics Mercedes expected from Madring.

But those expectations changed once the cars started running.

The circuit had received extensive preparation before the Grand Prix. The organisers cleaned the surface with high-pressure washers.

That work helped produce more grip than some teams had anticipated.

Mercedes then faced a different technical problem.

The extra downforce was no longer as necessary as initially expected. With more mechanical grip available from the asphalt, the team could rethink the balance of the W17.

As a result, the black-and-silver arrow-shaped solution disappeared in FP2.

That does not necessarily mean Mercedes has abandoned the concept permanently.

The team could still reconsider the device if track conditions change. Engineers could also reduce aerodynamic load elsewhere and bring the solution back if its advantages become more useful.

Mercedes also revised other parts of the W17

The exhaust experiment was not the only change brought to Madrid.

Mercedes also adjusted the rear section of the car. The team did not use the additional flaps previously seen at Monaco and Budapest.

Instead, it reduced the size of the central profile that extends from the final movable flap.

The two outer elements also received a triangular shape.

Those parts followed an approach similar to solutions used elsewhere in the 2026 field.

The front end also received attention.

Mercedes revised the carbon front lip around the corner area. New attachment points were added to the assembly.

The engineers also modified the brake cooling inlet.

The new intake is longer and narrower. Its purpose is to improve the management of airflow travelling toward the rear of the car.

This change is especially relevant when the car enters a corner.

When the steering angle changes, the airflow around the front wheel and bodywork also changes. Mercedes wanted to improve the car’s behaviour during this yaw phase.

The Madrid weekend therefore became a useful aerodynamic experiment for Mercedes.

The team arrived expecting a low-grip surface. That expectation encouraged a more aggressive search for rear downforce.

Instead, the circuit provided more grip than expected.

Mercedes reacted quickly by removing the unusual exhaust-area solution after FP1.

That decision highlights how quickly F1 engineers must adapt during a race weekend.

A component can look useful in the garage. Then a few laps of real-world data can change the picture completely.

For Mercedes, the arrow-shaped exhaust device was therefore less about making a permanent change and more about finding the right aerodynamic balance for Madrid.

The W17 continued with other updates, while engineers kept evaluating how much rear load the circuit actually required.

The final lesson from the experiment was simple: the track dictated the setup more than the simulations did.

Volkswagen is recalling 208,724 vehicles in the US after a steering rack bolt may corrode and break, potentially causing a loss of steering control.

The Volkswagen recall covers 208,724 vehicles in the United States. The campaign involves certain 2018 Tiguan, 2018-2019 Atlas and 2019-2021 Audi Q3 vehicles.

The problem centres on one of the bolts that attaches the steering rack to the subframe. The bolt may corrode over time and eventually break.

If that happens, the steering rack housing can also break. A loss of steering control could then increase the risk of a crash.

The recall affects vehicles from different model years. Therefore, owners should check the specific vehicle rather than relying only on its year or model name.

The 2018 Volkswagen Tiguan is one of the models included in the campaign.

The issue is related to the steering assembly. It is not described as a problem with the vehicle’s engine or transmission.

According to the recall information, the affected bolt can corrode and break. The consequence can be a broken steering rack housing and possible loss of steering control.

That makes the repair important even though the defective component is relatively small.

The Volkswagen Atlas is also included

Certain 2018 and 2019 Volkswagen Atlas vehicles are also part of the recall.

The Atlas was introduced as a larger SUV for the US market. The affected vehicles are now included in the same steering-related campaign as the Tiguan and Audi Q3.

The production details are vehicle-specific. For that reason, owners should use the official recall lookup to determine whether their individual vehicle is covered.

The recall also covers certain Audi Q3 models from 2019 through 2021.

Although the Audi badge is different, the vehicles are part of the same Volkswagen Group recall campaign. The underlying issue remains the steering rack mounting bolt.

The affected bolt can corrode because of the conditions identified in the recall. If it breaks, the steering rack housing may fail.

For drivers, the potential consequence is the most important part of the campaign. Steering control is a fundamental safety function, so a failure in this area can create a serious crash risk.

Volkswagen will replace the affected bolt

The recall remedy is relatively direct.

Dealers will replace the right-side steering rack mounting bolt free of charge. The repair is therefore focused on the component identified as the source of the problem.

The campaign is listed as NHTSA 26V590000. Volkswagen’s recall numbers are 48LG and 48VT. Vehicle identification numbers covered by the campaign became searchable through NHTSA on September 16, 2026.

Owners can use the NHTSA recall lookup to check their vehicle by VIN. NHTSA states that the VIN search can show whether a specific vehicle is affected by a safety recall and needs repair.

The manufacturer has also established a customer service contact for the campaign. The recall information lists Volkswagen at 1-800-893-5298.

For affected owners, the key point is the repair itself: the right-side steering rack mounting bolt will be replaced at no cost.

The campaign covers a large number of vehicles, but it is limited to specific production configurations. That is why checking the VIN remains the most reliable way to determine whether a particular Tiguan, Atlas or Q3 is affected.

The Volkswagen recall highlights how a relatively small component can have a major safety consequence. In this case, corrosion of a steering rack bolt can lead to a structural failure that may reduce steering control.

The Ram 1500 recall affects more than 239,000 trucks from the 2025 and 2026 model years after a software problem may prevent the rearview camera image from appearing.

The affected trucks were built between October 6, 2023, and February 23, 2026. FCA US estimates that all vehicles within the recalled population contain the suspect software.

The problem can occur when the driver shifts the transmission into reverse. In that situation, the rearview image may fail to appear on the display.

That creates an important visibility problem. Without the camera image, the driver has less information about the area directly behind the truck.

The recall is registered with the National Highway Traffic Safety Administration under campaign number 26V560000.

The 2025 and 2026 Ram 1500 trucks included in the campaign cover a specific production period.

The production range starts with vehicles built on October 6, 2023. It ends with vehicles produced on February 23, 2026.

Not every Ram 1500 outside that range is included. Trucks produced after the end date may use different radio or camera configurations.

That means owners should not assume that every truck from these model years is affected.

Instead, the recall status should be checked using the vehicle’s 17-character VIN. NHTSA provides a VIN search for this purpose.

Why the missing camera image matters

A backup camera is more than a convenience feature.

When the system does not display the rearview image, the driver’s rearward visibility is reduced. That can increase the risk of hitting another vehicle, object or person while reversing.

The issue also involves Federal Motor Vehicle Safety Standard No. 111, which covers rear visibility requirements for new vehicles.

For the recalled Ram 1500 trucks, the software problem can cause the display failure without warning.

That makes the issue particularly important during low-speed manoeuvres. A driver may shift into reverse and expect the camera image to appear, only to find that the screen does not provide the expected view.

The Ram 1500 uses a large central touchscreen to manage several vehicle functions. The rearview camera feed is shown through that system when reverse is selected.

The current recall centres on the radio software, rather than a mechanical failure of the truck’s transmission.

The software is supplied by Harman Becker Automotive Systems. FCA US determined that the issue affected the radio system used in the recalled trucks.

The company began investigating the problem after field information started pointing to rearview camera display failures.

Between March and June, investigators reviewed field reports, warranty claims and customer assistance records. Engineering and production records were then examined to determine which vehicles were included.

On August 26, FCA US’ Vehicle Regulations Committee approved the recall.

That process resulted in the current campaign covering the affected 2025-2026 Ram 1500 trucks.

How Ram will fix the problem

There is no need for a mechanical replacement under this campaign.

Instead, the radio software will be updated.

The repair can be completed in two ways. Owners can visit a dealer for the software update. The update can also be delivered over the air, depending on the vehicle.

The repair is provided free of charge.

Owner notification letters are scheduled to begin mailing on September 24.

Owners who receive a notice should check the campaign information and arrange the software update as instructed.

The current campaign is separate from another large FCA US recall involving a similar rearview camera issue.

Earlier this year, the automaker recalled nearly 850,000 vehicles across its Chrysler, Dodge, Jeep and Ram brands because radio software could also prevent the rearview image from appearing when reverse was selected.

That earlier action included more than 211,000 2026 Ram 1500 pickups. However, the two recalls do not represent the same vehicle population.

The latest Ram 1500 recall also includes 2025 models and covers the specific production range identified in the current campaign.

Both campaigns involve radio software supplied by Harman Becker Automotive Systems.

For owners, the most important step is to verify the VIN rather than relying only on the model year. NHTSA notes that recall information can be checked by VIN, and recently announced campaigns may take time to appear fully in search results.

The repair itself is straightforward because the remedy is a software update. However, the safety issue should still be taken seriously because a missing rearview image reduces the driver’s view while reversing.

The Ram 1500 recall affects 239,131 vehicles according to the campaign data. Owners of affected trucks should look for the notification and confirm their vehicle’s status through the official VIN recall system.