Ferrari has returned to full operation after the Formula 1 summer break with development work continuing on two fronts: a revised SF-26 aerodynamic package for Zandvoort and durability testing of the new ADUO2-derived power unit that is scheduled to debut at Monza. The objective at Maranello is clear: begin the second half of the season by reducing the gap to Mercedes and keeping both World Championship fights alive.
The Racing Division returned to full activity on Sunday night to finalise the components that were then shipped to the Netherlands. At the same time, Ferrari’s test benches resumed endurance running with the new power unit incorporating the modifications developed through ADUO2, as the team works towards its next major step at the Italian Grand Prix.
Ferrari SF-26 gets new floor developments for Zandvoort
Ferrari is continuing with its planned development programme. At Zandvoort, the SF-26 will feature changes to the floor, with particular attention focused on the rear diffuser, alongside other modifications specifically designed for the Dutch circuit. The work forms part of the wider SF-26 aerodynamic package prepared for Zandvoort.
The circuit beside the North Sea demands high aerodynamic load, although not to the same extreme level required in Hungary, the final event before the summer break. Small changes to the wings are therefore expected, based on the set-up selected through simulator work, while other components could also be used if they receive approval after evaluation in FP1.
The latest floor development is an important part of Ferrari’s attempt to unlock more of the car’s potential. Confidence has been growing at Maranello around the new SF-26 floor being introduced at Zandvoort, but the limited track time during the Sprint weekend means the team will need to understand the package immediately.
Ferrari needs to close its 72-point gap to Mercedes
The Scuderia must start the second half of the season convinced that it can reduce the deficit to Mercedes if it intends to remain in contention for the World Championships. Ferrari trails Mercedes by 72 points in the Constructors’ Championship, while Lewis Hamilton is 50 points behind Kimi Antonelli in the Drivers’ standings.
On paper, Zandvoort should suit the characteristics of the SF-26. However, predicting Ferrari’s competitiveness has proved particularly difficult this season. On slower, more technical circuits such as Monaco and Budapest, where the Maranello team could even have hoped to challenge for a one-two finish, Ferrari instead endured disappointing weekends.
By contrast, the team enjoyed stronger results at faster circuits such as Barcelona and Silverstone, where the characteristics had initially appeared less favourable. That contrast makes the Zandvoort Sprint weekend another important test of how well Ferrari understands the strengths and weaknesses of the SF-26.
There remains strong belief at Maranello in the car’s potential, and Ferrari intends to continue developing the SF-26 in an attempt to unlock performance that has not yet fully emerged. In the Netherlands, the quality of the upgrades will matter, but execution could prove even more important because the Sprint format provides only one free practice session before the competitive sessions begin.
Ferrari therefore cannot afford to spend much time experimenting. The team needs a strong baseline almost immediately, an issue that has also been highlighted in the build-up to the weekend as Ferrari targets a clean start from the first laps at Zandvoort.
Loïc Serra’s staff targets Zandvoort’s 14-corner challenge
Loïc Serra’s technical staff will try to maximise the SF-26’s qualities around Zandvoort’s 14 corners. Two of them feature banking of 18 and 19 degrees, placing considerable lateral loads on the C2, C3 and C4 tyres.
The challenge is increased by the relatively low-grip asphalt and the variable presence of sand carried onto the circuit from the nearby beach. These factors can influence grip levels and make it more difficult to establish a consistent set-up, particularly on a weekend when Ferrari has very little practice time available.
While Loïc Serra’s group concentrates on the chassis and aerodynamic package, Enrico Gualtieri’s engine department is continuing its analysis of the 067/6 power unit that is due to make its debut at Monza.
Ferrari pushes 067/6 durability tests ahead of Monza debut
The required reliability threshold has almost been reached, but endurance testing is continuing intensively as Ferrari subjects all of the new components to the additional stresses expected from the increase in performance.
Guido de Paola and his colleagues have worked on the Garrett turbine. Its diameter remains unchanged, but the angle and number of blades on the rotating element have been modified with the aim of improving cylinder filling at higher engine speeds.
In parallel, Ferrari has modified the combustion chamber. The temperature of the airflow reaching the cylinder head from the compressor has been increased further, with the intention of producing greater pressure during combustion.
According to paddock information, the changes are also being supported by a new Shell fuel that has been homologated specifically to match the characteristics of the revised engine. The combination is expected to improve efficiency while reducing emissions.
Ferrari has measured an increase of between 13 and 14 horsepower on the test bench, with part of that improvement also coming from the evolution of the fuel. However, running very lean engine maps makes reliability a critical consideration. Components that have not caused problems so far could become more vulnerable as the new specification pushes stresses closer to their limits.
Ferrari has also changed the way torque is delivered in an effort to reduce potential wheelspin when accelerating out of corners. This addresses one of the weaknesses of the SF-26, while the car has proved particularly strong under braking and during the initial turn-in phase.
More power could also help Ferrari protect the rear tyres
Finding additional power is not only important for outright performance. It can also help electrical energy recovery, while reducing the amount of energy expended during the initial phase of acceleration should provide better protection for the rear tyres.
Once again, the development has been assembled through a series of interconnected improvements rather than one isolated change, demonstrating the close collaboration between Ferrari’s different technical departments.
The planned Monza step therefore goes beyond simply extracting more peak horsepower. Ferrari is attempting to combine power, efficiency, energy management, torque delivery and tyre protection in the revised package. The broader Ferrari engine development planned for Monza will follow immediately after the aerodynamic changes being introduced at Zandvoort.
The remaining question is the most important one for Ferrari’s championship ambitions: will the combined progress in aerodynamics and power-unit performance be enough to put Mercedes under serious pressure?
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