Ferrari revealed its cards gradually, but during the opening day of the second Bahrain test the Scuderia surprised the paddock with a highly intriguing aerodynamic solution designed to increase rear downforce on the SF-26.
The idea, which required a very specific rear-end layout in order to gain FIA approval, works effectively when the engine is kept “on the boil” in lower gears while the battery is being recharged. Far from being a last-minute tweak, this concept was embedded into the car from the earliest design stages.
As testing days go by, it is becoming increasingly clear that the Maranello team has a very precise vision behind the SF-26 project. In the first session of the second Bahrain test, Ferrari secured the third-fastest time with Charles Leclerc, set in hotter conditions on a still green track. The Monegasque driver placed the red car just 0.280s behind the Mercedes W17 of George Russell and the McLaren MCL40 of Oscar Piastri. While lap times in pre-season testing are never definitive, Ferrari has shown it can stay in touch with the Mercedes-powered teams as the level of difficulty gradually increases.
The philosophy behind this single-seater, tasked with carrying the Prancing Horse into the era of more agile Formula 1 cars, is becoming clearer. During the SF-26 launch, Ferrari had already highlighted the strong cooperation between departments. Loic Serra, chassis technical director, worked closely with Enrico Gualtieri, head of the power unit division. Ferrari’s strength lies in designing and building the entire car within the same factory, and this integrated approach is now visible on track.
On the SF-26, a vertical flap has appeared just ahead of the central exhaust outlet, effectively reviving the old “monkey seat” concept after regulations reopened a window to install a small profile above the rear crash structure. Internally referred to as the FTM within Ferrari’s sporting department, the aerodynamic device was approved by the FIA because it is mounted within 60mm of the rear axle line. This meant the rear end had to be specifically designed to accommodate such a solution from the outset.
The central flap integrates with the two diffuser extensions already seen on the car, almost like a Lego structure gradually coming together piece by piece. Developed by Diego Tondi’s aerodynamic team, the device serves two key purposes: it redirects the hot exhaust gases upwards, improving rear wing efficiency, while simultaneously helping extract airflow from the diffuser.
Since the exhaust was repositioned centrally and no longer blows directly onto the floor as it did between 2010 and 2013, the so-called blown exhaust effect has become far less significant, especially following the introduction of the turbocharger, which reduced the energy of the exhaust gases. So why pursue this route?
The answer lies in two additional technical considerations. For the SF-26, Ferrari opted for a smaller Garrett turbocharger compared to systems used by rivals Mercedes. The reasoning is straightforward: with the elimination of the MGU-H (Motor Generator Unit – Heat), it is no longer possible to harvest energy from exhaust heat and turbine rotation to mitigate turbo lag. Without that second electric motor, the issue had to be addressed differently.
Ferrari therefore requested a smaller turbine from Garrett specifically to limit turbo lag. However, braking energy recovery alone is not sufficient to recharge the battery over a full lap. As a result, the gearbox is strategically used, including lower gears, to raise engine revs even in phases where the internal combustion engine would otherwise be partially throttled.
From today, Ferrari has instructed its drivers to downshift to first gear at a couple of points on the circuit, whereas last week the team had stood apart from a practice introduced by Red Bull and others. Beyond regenerating the electrical energy needed to avoid running out of battery power at the end of the straights, keeping the engine “on the boil” also ensures a stronger exhaust flow, enhancing the aerodynamic effect generated by the new flap.
In short, this is not a gimmick or a one-off trick, but rather a carefully engineered solution born from close collaboration between Ferrari’s chassis and engine departments. The question now is: should we expect more surprises from the SF-26 as testing continues?
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