Ferrari continues to dominate the technical headlines thanks to its new and innovative rear wing, but the solution has clear links to a concept previously seen from another team.
In the paddock during the F1 Tests in Bahrain, the real surprise was not only the pace of the SF-26, but above all Ferrari’s new rear wing — a technical solution that immediately sparked debate among engineers, rivals and technical analysts.
According to several technical breakdowns, including the one published by Autosport.com, the Scuderia has introduced a completely revised rear wing opening system, capable of rotating up to 180 degrees to reduce aerodynamic drag on the straights and fully exploit the freedoms granted by the 2026 Formula 1 regulations.
Relocated actuator and completely new architecture
The most radical change concerns the mechanism that controls the movement of the flaps. To allow such a wide rotation range, the engineers in Maranello abandoned the traditional solution with a central actuator mounted on the mainplane, opting instead to integrate it directly inside the endplate.
The actuator must remain compact while at the same time coping with extremely high aerodynamic loads, especially considering the increase in speeds and the larger dimensions of the movable wing elements introduced under the 2026 rules.
A technical reminder of Mercedes in the past
This configuration, in some respects, recalls what was seen on the Mercedes in 2011, when the Brackley-based team brought to the track a system featuring an actuator positioned inside the lateral endplates. At the time, the solution generated intense discussion because it represented the first step toward the famous double DRS concept, which was later banned.
Ferrari has not copied that idea, but it is interesting to observe how certain technical concepts from the past can resurface, evolving to adapt to completely different regulations and performance targets.
Compared to traditional rear wings, this system must guarantee superior performance and reliability. When the wing is closed, the flaps operate under significantly higher aerodynamic loads, both due to increased top speeds and the greater surface area of the movable elements.
Furthermore, on certain circuits the device may be activated multiple times within the same lap, making long-term durability absolutely crucial. For this reason, a miniaturised control mechanism has been integrated inside the endplate which, according to the regulations, must also ensure an automatic return to a safe position in the event of a malfunction.
Revised geometries to support extreme rotation
The development of Ferrari’s new F1 rear wing did not stop at relocating the actuator. The wing’s pivot point has been repositioned further toward the centre, aligned with the control system connection. The outer section of the first element has been redesigned and enlarged to accommodate the new kinematics.
This work on the geometry allows for a more effective distribution of aerodynamic loads and greater stability when the system is deployed.
From a regulatory perspective, much of the debate has focused on the maximum volumes allowed for the rear wing. However, the 2026 regulations grant greater design freedom precisely to encourage solutions capable of reducing drag and limiting energy consumption.
The FIA has therefore deemed Ferrari’s solution compliant: the wing must respect dimensional limits when closed, while specific exemptions apply during movement. A detail that opens up intriguing technical scenarios and confirms how the SF-26 aerodynamic project has been designed to push the regulations to their very limit.
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