Ferrari SF-26: how the hidden Macarena wing actuator reduces drag | F1 British GP. Ferrari is bringing an upgraded version of its innovative Macarena rear wing to Silverstone..

Ferrari is preparing an upgraded version of its innovative “Macarena” rear wing for the British Grand Prix, with a key evolution aimed at reducing aerodynamic drag. An exclusive image from Italian journalist Roberto Chinchero also reveals, for the first time, the compact hydraulic actuator hidden inside the SF-26’s rear wing endplate, responsible for operating the movable flaps of the reversible wing.

Silverstone is not expected to be one of Ferrari’s most favourable circuits. The iconic British venue rewards low-drag aerodynamic efficiency and features numerous medium- and high-speed corners, characteristics that are unlikely to highlight the strengths of the SF-26, which has instead proven particularly competitive in slower corners.

Adding to the challenge, Brembo engineers classify the 5.891-kilometre Silverstone circuit as one of the least demanding tracks of the season for the braking system. On Brembo’s difficulty scale from one to five, the British Grand Prix scores just one, making energy management even more complicated. With fewer heavy braking zones available to recharge the battery, teams powered by Mercedes power units are once again expected to enjoy an advantage.

Ferrari therefore heads into the British Grand Prix weekend with a cautious approach following the disappointing Austrian Grand Prix, where the Scuderia slipped to fourth-fastest after the dominant victory secured by Lewis Hamilton in the SF-26 just two weeks earlier in Barcelona.

The Maranello team believes it has identified the setup mistakes made at the Red Bull Ring and will use the lessons learned to improve its performance at Silverstone. The circuit’s legendary Maggotts-Becketts-Chapel sequence generates enormous lateral loads, placing significant stress on the tyres and demanding an exceptionally well-balanced aerodynamic package.

The SF-26 needs to rediscover the balance that allows its chassis and aerodynamic qualities to shine. In Austria, excessive downforce ultimately translated into increased aerodynamic drag, preventing Ferrari from fully exploiting the car’s potential.

For this reason, the aerodynamic department led by Diego Tondi has focused its efforts on reducing drag. At Silverstone, Ferrari is expected to introduce an upgraded version of its reversible rear wing. When operating in its fully opened “Macarena” configuration, the gap between the two movable flaps and the main wing profile should be increased, allowing the car to reach higher top speeds—an essential requirement on one of Formula 1’s fastest circuits.

Meanwhile, Roberto Chinchero’s photograph reveals an especially intriguing technical detail of the SF-26’s rear wing. With the protective cover removed from the side endplate, the image exposes the compact hydraulic actuator that controls the movement of the two active flaps.

Ferrari engineers invested considerable effort in miniaturising the system while ensuring that the opening and closing sequence complies with FIA regulations, which require the entire operation to be completed within four tenths of a second.

Developing such a mechanism is an extremely demanding engineering challenge. Ferrari and Red Bull have both successfully mastered the concept, while McLaren, which had planned to debut its own experimental solution in Austria, was ultimately forced to postpone its introduction after the system failed to pass the FIA’s technical checks.

The photograph does not reveal the FTM (Flick Tail Mode) system itself, however. During testing at the Red Bull Ring, Ferrari carried out experiments with Dino Beganovic, including running the Swedish driver without the flap that partially blocks the exhaust outlet and redirects the exhaust gases to generate additional rear downforce.

The system comes with a performance cost estimated at between five and seven horsepower. However, Ferrari’s engineers expect that loss to be offset by the increase in rear aerodynamic load, producing a net gain in overall lap time.

Engineers in Maranello are now evaluating whether, at circuits that require lower levels of downforce, it may be worthwhile to rethink what had previously been considered one of the cornerstones of the SF-26 project—particularly given that the FIA has already confirmed the concept will be outlawed under the 2027 Formula 1 regulations.