The main aero novelty we will see this season in the Rallye Monte-Carlo is the modified rear wing of the Toyota GR Yaris Rally1. For the second time in its five-year Rally1 car life cycle, Toyota has revised the main aero part of the Yaris, returning to the clean, simple lines of the original version. We will explore the potential advantages of this new design in the analysis that follows.
E.Evans/S.Martin, Toyota GR Yaris Rally1, 2026 Rallye Monte-Carlo pre-event test – image by Julien Pixelrallye
The challenge of a rally car rear wing remains constant: to generate as much downforce as possible to improve traction, while minimising aerodynamic drag. This load is achieved primarily by ensuring that the airflow over the wing travels at a much lower speed (higher pressure) than the air beneath it (lower pressure), so that the resulting force presses the car toward the ground.
2026 Toyota GR Yaris Rally1 rear wing – image by Toyota Gazoo Racing WRT
The evolution of Toyota’s rear wing reflects this ongoing pursuit of higher downforce and reduced drag, with particular focus on the endplates—the sections where most aerodynamic work occurs. The first version, used from the car’s debut at the 2022 Rallye Monte-Carlo Rally (see figure below), featured thick, vertical endplates. In the second iteration, introduced at the 2022 Rally Estonia, the endplates were slimmed down and a small indentation was added, acting as a secondary aerodynamic element to generate additional downforce.
Evolution of the Toyota GR Yaris Rally1 rear wing
In the 2026 version, Toyota has returned to vertical endplates, while downforce is now primarily generated by a small winglet at the lower outer edge of the main wing, which also appears to help channel airflow. Consequently, overall downforce seems largely unchanged, while aerodynamic drag is likely reduced thanks to the cleaner, more vertical lines.
E.Evans/S.Martin, Toyota GR Yaris Rally1, 2026 Rallye Monte-Carlo pre-event test – image by Julien Pixelrallye
It is worth noting that, for the first time, the lower plane is connected to the endplates, whereas in previous designs it was separated from them. This reduces the available airflow passage, causing the air flowing underneath to accelerate further, lowering its pressure and making the wing more effective, as it generates increased downforce.
2026 Toyota GR Yaris Rally1 rear wing – image by Toyota Gazoo Racing WRT
Viewed from the rear, the lower element is now uniform in height across its span. This component appears to serve a dual function: it helps accelerate the airflow passing underneath the wing, and it also acts as a pressure plate, generating downforce mainly through the impact of airflow over its upper surface. With virtually no airflow beneath it, load generation does not rely on a classic wing mechanism, but rather on a combination of airflow management and direct aerodynamic pressure. By returning to a fully horizontal design, this pressure plate seems capable of producing more downforce than its predecessor.
The height of the strip along the edge of the lower element—commonly known as a Gurney flap—also appears to have been reduced, as shown by the arrows on the right side of the upper image. This small lip helps generate downforce by deflecting airflow upwards, while potentially reducing drag by delaying airflow separation from the surface.
The external endplates have been moved to the upper wing tips to allowing more air to flow into the central section of the wing. The position of the fences in the central section of the rear wing also appears to have been adjusted. These vertical elements help the driver to stabilize the car in corners by managing the lateral airflow generated when the car slides, assisting in the prevention of oversteer. In the figure, they can be seen slightly further outward than in previous versions, although this change does not seem likely to significantly affect their performance.
S.Ogier/V.Landais, Toyota GR Yaris Rally1, 2026 Rallye Monte-Carlo pre-event test – image by Julien Pixelrallye
The rear wing could become even more efficient if Toyota applies the second major modification observed during pre-season testing: the removal of the roof scoop cover. With the cover in place, a turbulent wake is created that contaminates and slows airflow reaching the central wing section, reducing its effectiveness. Without the cover, the wing is likely able to generate more downforce, while also decreasing the aerodynamic drag caused by the roof scoop.
S.Ogier/V.Landais, Toyota GR Yaris Rally1, 2026 Rallye Monte-Carlo pre-event test – image by Julien Pixelrallye
In summary, the new wing seems to achieve the original goals of increased downforce generation and reduced drag. Combined with the potential removal of the roof scoop cover or not, it will enhance the performance of an already very competitive Toyota GR Yaris Rally1. These are also very likely the final aerodynamic modifications, as the team is expected to dedicate the majority of its efforts from now on to developing the new WRC27 car.
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