Ferrari’s decision to use Tuesday as the first testing day to complete the first kilometres with the SF-26 single-seater at the Circuit de Catalunya in Barcelona may, at first glance, appear questionable, especially considering the rain that fell for much of the day and inevitably limited ideal running conditions. However, a closer analysis of Ferrari’s objectives shows that the choice was far from misguided. The Maranello team’s engineers and technicians were not focused on outright performance or lap times during this initial outing. Instead, the opening day was deliberately used to verify the correct functioning of all the car’s systems, effectively acting as a full and proper shakedown. This was particularly important after the SF-26 had only covered a very limited distance of just 15 kilometres during the filming day at Fiorano a few days earlier.
In this context, pure data collection in the strict sense was not the central priority, even though the laps completed were certainly not wasted by the Italian team. Every kilometre covered provided useful information, especially given the complexity of the new technical regulations and the introduction of active aerodynamics. At this stage of the season, Ferrari’s engineers were more interested in ensuring that all mechanical, electronic and aerodynamic systems were operating as expected, rather than extracting maximum performance. On Wednesday, the Maranello-based group carefully analysed all the material gathered during that day, including detailed data related to the car’s behaviour in wet conditions, which is always valuable given how rarely teams are able to test extensively in the rain.
Ferrari demonstrates the operation of partial mode, usable in wet conditions
Accumulating meaningful mileage and building confidence with all the new systems represents Ferrari’s primary objective during this three-day test programme in Spain. From this point of view, the first goal was achieved successfully. Ferrari completed 121 laps on day one, with no significant issues reported, as explained by Head of Track Engineering Matteo Togninalli at the end of the session. This figure alone underlines how productive the day was, despite the challenging weather conditions. The limited number of laps completed on a dry track inevitably prevented Ferrari from pushing the SF-26 to the limit or running in conditions comparable to those experienced by other teams earlier in the week, but it still offered Ferrari, along with Red Bull, a unique and valuable opportunity: the first wet-weather mileage of the 2026 Formula 1 season.
This aspect should not be underestimated. Wet running allows teams to better understand how the car behaves in low-grip conditions, how traction control systems respond, and how the balance evolves when downforce levels are reduced. On top of this, Ferrari was also able to test the Partial Mode of the active aerodynamics system. Alongside Straight Mode, where the wings open to reduce aerodynamic drag on the straights, and Corner Mode, where the wings remain closed to maximise downforce through corners, the FIA has recently introduced Partial Mode. This additional configuration has been specifically designed for conditions of reduced grip or potential danger, such as wet weather or intermediate conditions.
In Partial Mode, only the front wing is allowed to open, while maximum aerodynamic load is maintained at the rear of the car. The logic behind this solution is to reduce drag slightly on the straights without compromising rear stability, which is crucial in slippery conditions. This system represents a significant evolution compared to the traditional drag reduction system concept used in previous seasons, and Ferrari’s engineers were clearly keen to validate its behaviour on track as early as possible.
An image taken from the video shared by Formula 1 from the SF-26’s first day of running clearly highlights this behaviour. On the main straight, Charles Leclerc can be seen lowering the front wing to reduce resistance to forward motion, while the rear wing remains closed. This configuration ensures solid levels of aerodynamic load and grip at the rear axle, helping to stabilise the car even when accelerating on a damp surface. For Ferrari, observing this behaviour in real conditions is essential to confirm that the system responds correctly to driver inputs and to predefined software parameters.
It is important to underline that Partial Mode is directly linked to the wet mode, which the driver activates via the rotary switch on the steering wheel. When this mode is engaged, the car automatically applies a series of predefined parameters across multiple systems. These include engine mapping, energy deployment, brake balance and, of course, the behaviour of the movable aerodynamic elements. When the driver presses what was previously known as the drag reduction system button, the system now activates the wings in partial mode rather than fully opening both elements. This integration between driver input and automated system management represents a further step towards increasingly complex and intelligent car control systems in modern Formula 1.
Before each race weekend, the FIA will define the specific areas of the circuit where drivers are permitted to activate the movable wings. There will be zones where full activation of the active aerodynamics system is allowed, as well as shorter sections where only partial activation is permitted. This approach allows drivers to exploit a hybrid solution that balances performance and safety. Completely removing aerodynamic load in wet conditions would significantly increase the risk of instability, loss of control and aquaplaning, especially at high speeds. On the other hand, keeping both wings fully closed at all times would not be practical either, due to the excessive drag generated. Such a scenario would have negative consequences for power unit efficiency, fuel consumption and overall performance, particularly on longer straights. The Partial Mode therefore represents a carefully considered compromise designed to address these issues.
Straight mode: Ferrari confirms a slight delay between front and rear. Is it a deliberate choice?
The laps completed in wet conditions at the Circuit de Barcelona-Catalunya also made it possible to observe an intriguing technical detail on the Ferrari SF-26. Already during the Fiorano shakedown, attentive observers had noticed that Ferrari appeared to activate the opening of the rear wing first, followed immediately afterwards by the front wing. The time difference involved is measured in fractions of a second, but it is a detail that stands out because it is not common across the grid. Mercedes, for example, does not appear to adopt this approach, instead opening both aerodynamic elements in a perfectly synchronised manner.
Initially, the behaviour observed at the Fiorano circuit could have been attributed to a system calibration that was not yet fully refined, or simply to the fact that the car was still in an early testing phase. However, the running at Montmeló provided further confirmation that this sequence may be a deliberate experiment by Ferrari during this phase of pre-season preparation. The Maranello team seems to be exploring a different strategy compared to its rivals, possibly aiming to optimise the balance between aerodynamic efficiency and stability during transitions between modes.
This choice could be linked to how Ferrari wants the car to behave when switching from high-downforce to low-drag configurations, particularly in challenging conditions such as rain or variable grip. Even a minimal delay between the activation of the rear and front wings can influence how the car reacts dynamically, especially at high speed. While this solution may not ultimately be used during race weekends, pre-season testing is precisely the time to explore such options and gather as much information as possible.
In conclusion, it is worth highlighting that the Ferrari engineers and technicians have complete freedom to intervene at any moment on the software that controls the opening and closing of the aerodynamic elements. This means the Maranello team can easily modify the activation logic, adjust timings, or even completely revise the strategy if required. Should Ferrari decide that a different approach is more effective, it can align itself with the solutions seen on other teams without any regulatory limitations. For now, however, the SF-26’s early running suggests that Ferrari is using these first tests not only to validate reliability and system integration, but also to experiment with innovative approaches to active aerodynamics that could prove valuable over the course of the season.
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