The FIA is reportedly preparing to outlaw Ferrari’s innovative FTM winglet solution for the 2027 Formula 1 regulations, while at the same time several interesting indications are beginning to emerge regarding the future Ferrari challenger.
The Maranello-based team has introduced a number of highly innovative concepts on the SF-26, including the FTM winglet positioned ahead of the exhaust. This solution has proven particularly effective in generating rear aerodynamic load and has become one of the most talked-about technical developments on the current Ferrari. However, the FIA is now expected to move toward banning the concept for the next generation of Formula 1 cars, while Ferrari has already started working on alternative solutions for its 2027 project.
The Flick Tail Mode device takes advantage of exhaust gases even at lower engine speeds in order to recover aerodynamic performance. The idea developed by Diego Tondi’s engineering group was to push the concept to its limits by exploiting the benefits of what effectively acts as an extension of the diffuser. This not only increases the diffuser’s effective length but also improves airflow quality by shifting turbulence toward the exhaust area.
Ferrari’s engineers extended the diffuser upward to the maximum height permitted by the regulations, effectively covering the exhaust outlet. This area generates a substantial amount of downforce, with estimated gains worth around four tenths of a second over a lap. It is no coincidence that the rear section of the SF-26 has been one of the main development priorities for the Maranello team throughout the season.
According to current reports, the FIA intends to reduce aerodynamic load on the 2027 cars by approximately 20 points. Ferrari has already begun working on ways to compensate for the expected loss of the FTM winglet as part of the development of its next-generation Formula 1 machine.
Ferrari did not develop the FTM concept on the 679 project
According to a report from AutoRacer.it, the FIA’s objective for 2027 is to create cars with significantly lower aerodynamic load. To achieve this, the governing body is considering simpler concepts for the floor and diffuser, smaller wings, and a reduction in the number of aerodynamic appendages.
The Federation is increasingly concerned about the steep rate of aerodynamic development currently being achieved by Formula 1 teams, particularly because of the potential safety implications. The evolution of rear-end aerodynamics is regarded as one of the most sensitive areas. Several teams have discovered methods of generating large amounts of downforce without a corresponding increase in drag, allowing them to maintain excellent aerodynamic efficiency.
In practical terms, removing 20 points of downforce would be equivalent to eliminating the performance gain of roughly two and a half major upgrade packages, highlighting the scale of the planned regulatory intervention.
Among the solutions currently under close scrutiny is, unsurprisingly, Ferrari’s FTM system. While rival teams have managed to reproduce parts of the concept, the specific interaction achieved by Ferrari appears to be considerably more sophisticated and, according to reports, would only have been fully replicable under the 2027 regulations.
For this reason, there is growing confidence that the FIA will ultimately move forward with a complete ban on the solution. The Italian side has already evolved the system once this season in Miami, and further developments are expected in Barcelona. Even if the concept is eventually outlawed, the technical knowledge gained through its development remains a significant competitive advantage for the Scuderia throughout the current campaign.
If the FIA proceeds with the ban, the exhaust system will return to serving primarily its traditional power-unit-related function rather than acting as an important aerodynamic tool. Interestingly, Rosario Giuliana’s analysis suggests that Ferrari’s internal 679 project no longer incorporates the Flick Tail Mode concept, a sign that the engineers in Maranello may have already moved beyond the solution and identified alternative methods of generating performance.
Meanwhile, the FIA continues discussions with teams in an effort to further refine the 2027 technical regulations and close the remaining grey areas before development of the next generation of Formula 1 cars enters its most critical phase.
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