F1 | Ferrari: the system activating the movable wing revealed. They are all different!
An exclusive image from AG Photo allows us to show you in detail the sophisticated system that operates the movable front wing on the Ferrari SF-26. Teams have developed very different ideas and concepts under the new Formula 1 regulations: let’s compare Ferrari’s solution with McLaren, Aston Martin and Williams — and discover some major differences.
Teams are still working to uncover the potential pitfalls of the new F1 regulations. The cars currently running in Bahrain, despite the FIA’s seemingly tight technical constraints, are remarkably different from one another. This highlights the creative energy flowing through the paddock, as development paths gradually reveal which solutions are the most effective, eventually leading to a convergence of concepts over time.
Yesterday, much of the discussion centered around battery recharge phases, with strategies involving burning additional fuel to generate electrical energy in order to limit lift and coast and maximize straight-line speed. Another crucial area of development is active aerodynamics: from this season onward, two out of three flaps on both the front and rear wings can be adjusted to reduce drag in designated sections of the circuit (there are four such zones in Bahrain), with the aim of saving energy and improving efficiency.
Mercedes and Aston Martin have chosen to mount the nose pylons to the second wing element, limiting movement to the final flap only. The reasoning is that this may be sufficient to achieve a good aerodynamic balance with the rear wing, especially since the FIA-defined rear wing box is proportionally smaller. Engineers are paying close attention to the opening and closing response times of the flaps, aware that any delay — particularly under braking — could compromise stability. In Barcelona, we saw numerous lock-ups, while in Sakhir, although still present, they are becoming less frequent, a sign that drivers are beginning to find the right balance in this delicate performance phase.
The AG Photo image we are publishing now allows us to reveal for the first time the activation system used on the Ferrari SF-26’s movable front wing. The engineers led by Loic Serra have carried out extremely precise work: the hydraulic actuator controlling the movement is housed inside the nose and is very likely integrated into the front crash structure itself.
The linkage mechanism that pivots the two moving flaps features a hybrid carbon and metal solution, designed to ensure maximum structural rigidity for the fastest possible response, while keeping weight to a minimum.
McLaren has adopted a very different concept. The reigning world champions’ MCL40 features a deeply undercut nose, resulting in two long metallic rods anchored only to the final front wing element. Woking’s aerodynamic department, headed by Peter Prodromou, has already revised the pylons, which appear highly curved and reinforced along the trailing edge to ensure greater airflow feeding the underfloor. On the papaya-colored car, it is also noticeable how the nose sidewalls have been further sculpted to reduce drag. The attention to detail is already striking.
Adrian Newey’s Aston Martin follows a different path compared to McLaren. The nose features a pronounced lower bulge, bringing it much closer to the wing. As mentioned, the pylons are mounted to the second flap, which is almost flat, while the single movable element is controlled by two very small and short rods.
Williams, with the FW48, has adopted its own construction philosophy that allows two wing profiles to move. While the nose design is similar to the green Aston Martin, the activation system appears much more complex and heavier than the remarkably simple solution seen on the AMR26.
This is an extremely interesting development area, and we are likely to see multiple updates throughout the season. The big question remains: who has nailed the best concept?
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