Ferrari has introduced a highly distinctive and rather unconventional solution at the rear section of the car, representing a specific and deliberate design choice aimed at the 2026 Formula 1 technical regulations. This concept is currently generating intense and widespread debate within the paddock over a possible horsepower deficit, reportedly as high as 15 horsepower, with the Ferrari SF-26 running a variable exhaust blowing concept. A deeper and more comprehensive technical analysis helps to clarify the potential advantages, hidden trade-offs, and engineering compromises associated with this intriguing innovation.
Ferrari, the FTM question: is the aerodynamic gain really worth the potentially lost engine power?
In recent hours and days, the Formula 1 paddock and the technical departments of multiple teams have been buzzing with speculation about a particular and very specific detail spotted on the Ferrari SF-26. The solution, which was first clearly observed during pre-season testing session at the Bahrain International Circuit, is far more than a simple aerodynamic tweak or minor upgrade. It involves the much-discussed device located downstream of the exhaust, commonly referred to in British Formula 1 terminology as FTM, or flick tail mode.
This particular aerodynamic profile stems from what can be described as a masterful and highly creative interpretation of the volumes and geometries allowed by the current regulations in a crucial and sensitive area of the car. While the solution appears to promise very significant gains in vertical aerodynamic load, it is simultaneously raising serious concerns regarding the overall health, efficiency, and output of Ferrari’s power unit. Its operating principle is particularly sophisticated, as the FTM does not simply generate downforce in isolation or by itself.
Instead, it acts more like a catalyst or amplifier for extracting airflow from the car’s floor and diffuser area. Being directly impacted by exhaust gases traveling at extremely high velocities and temperatures, the appendage is capable of delivering a constant, stable, and substantial vertical force. However, in Formula 1, every gain typically comes with a compromise or cost, and it appears that the price paid by the engine could potentially be higher than initially anticipated by the engineers in Maranello.
Ferrari, the wall effect on the variable blowing exhaust: understanding the physics behind overpressure
In recent days, a significant and rather concerning technical hypothesis has emerged within the Formula 1 community: the FTM device could effectively be taking measurable power away from Ferrari’s engine. To properly understand how an external carbon fiber component can influence the internal operation of the Ferrari SF-26 power unit, it is necessary to examine in detail the fluid dynamics occurring in that very specific area of the car.
The exhaust can be imagined as a kind of cannon firing a high-energy jet of air toward a surface positioned extremely close to it. That surface is the flap itself. As a twisted and carefully shaped aerodynamic profile located very near the outlet, the FTM creates a region of extremely high static pressure directly in front of it. From a purely aerodynamic standpoint, this pressure is exactly what contributes to generating additional downforce and improving rear-end stability.
From a mechanical and thermodynamic perspective, however, this same concept effectively behaves like a partial blockage or restriction for the gases attempting to exit the exhaust system. This overpressure inevitably has an impact on everything occurring upstream, triggering a chain reaction that propagates all the way back to the combustion chamber and affects the internal efficiency of the power unit.
The pressure drop: why the Ferrari SF-26 turbine may slow down
The core of the issue lies in the delicate and highly sensitive balance of the turbine within the hybrid power unit. In modern Formula 1 engines, exhaust gases are used to drive the turbine wheel, which is connected via a shaft directly to the compressor. The compressor’s role is to compress the air entering the cylinders, thereby maximizing combustion efficiency and engine performance. However, the turbine’s effectiveness does not depend solely on the pressure at its inlet.
The most critical factor is the so-called pressure drop, meaning the difference between inlet and outlet pressures across the turbine. This is precisely where the side effect of the FTM system becomes relevant: by increasing pressure at the exhaust outlet, the pressure differential across the turbine is significantly reduced. With a smaller pressure drop available, the turbine becomes less efficient and its rotational speed decreases accordingly.
As a direct and unavoidable consequence of this phenomenon, the compressor also slows down, delivering less compressed air into the combustion chamber. Even though these variations might appear minimal or almost negligible at first glance, in highly advanced and extremely optimized power units such as those used in Formula 1, even very small changes in airflow compression can translate into a noticeable and meaningful loss of overall performance on track.
Ferrari, the 15 hp dilemma: is it a design mistake or a calculated and strategic trade-off?
According to various emerging reports and paddock rumors, Ferrari could be losing around 11 Kilowatts, which is equivalent to approximately 14–15 horsepower. In the context of modern Formula 1, where teams fight intensely to gain even half a tenth of a second per lap, this represents a very substantial and potentially decisive figure. If this estimate were to be confirmed through further data and on-track analysis, it would strongly indicate that Ferrari made a bold, calculated, and deliberate design choice during the development phase of the SF-26.
Such a strategy would involve sacrificing a portion of peak internal combustion engine power in exchange for a more stable, consistent, and aerodynamically efficient platform. Available information suggests that, during extensive simulation work and development phases, the engineers led by Diego Tondi worked carefully to minimize these drawbacks as much as possible. Nevertheless, real-world track performance always remains the ultimate and final judge of any technical solution in Formula 1. There is also another important detail that should not be overlooked under any circumstances.
If the FTM concept had been such a major and obvious miscalculation, Ferrari would likely have removed or significantly modified it after the initial rounds of testing. The fact that the device remains firmly and consistently in place on the Ferrari SF-26 cars driven by Charles Leclerc and Lewis Hamilton suggests a very clear conclusion: the lap time gained through additional aerodynamic load and improved rear stability outweighs the lap time lost due to the reduction in engine power output.
Furthermore, it is also worth considering that modern Formula 1 cars rely heavily on overall balance and consistency across an entire lap, rather than just peak straight-line speed. A car that is more stable in high-speed corners and provides better traction on corner exit can often compensate for a slight deficit in engine power, especially over a full race distance.
However, in the context of the new 2026 Formula 1 era, which is expected to place even greater emphasis on hybrid systems, electrical energy deployment, and overall efficiency, it has already become increasingly evident that engine output and power delivery can be more decisive over a single lap than pure aerodynamic downforce. The Ferrari engineers and technicians appear to have chosen a compromise solution, carefully balancing these two competing factors, and this concept has likely been thoroughly evaluated during the opening three Grands Prix of the season.
As the championship progresses and more data becomes available from different circuits with varying characteristics, further confirmation will emerge regarding whether this innovative FTM solution represents a genuine competitive advantage or a limiting factor in Ferrari’s overall performance package.
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