Ferrari, the technical story behind the new BBS wheels: more heat dissipated from the tyre bulk
Ferrari’s SF-26, which took to the track at the Formula 1 Spanish Grand Prix in Barcelona, revealed a significant technical upgrade focused on temperature optimization: new rear wheels developed in collaboration with BBS. The innovative spoke geometry has been specifically designed to maximize heat exchange and dissipate excess heat from the tyre bulk.
At first glance, the modification may appear relatively minor compared to more visible aerodynamic upgrades like front wings, floors or sidepods. However, Formula 1 has repeatedly demonstrated that performance gains often come from small details. In an era where tenths of a second can separate multiple teams, even a subtle improvement in tyre management can have a meaningful impact on race pace, consistency and overall competitiveness.
The latest Ferrari solution highlights just how much attention modern Formula 1 teams devote to thermal management. Maintaining tyres within their ideal operating window has become one of the most important performance factors in contemporary Formula 1. A car that can better control tyre temperatures is often capable of extracting more grip, reducing degradation and delivering stronger performance over both qualifying laps and long race stints.
Greater design freedom for Formula 1 wheels in 2026
As is often the case, the updates listed in FIA documents and made public usually represent only a fraction of a much broader development package that affects multiple areas of the car. In Barcelona, Ferrari introduced a substantial set of upgrades, managing to get ahead of rivals Mercedes and McLaren. However, these developments extended well beyond aerodynamics alone.
The package attracted attention because of the visible changes to the bodywork and aerodynamic surfaces, yet several less obvious developments were also introduced behind the scenes. Such hidden modifications frequently play an important role in unlocking additional performance, even if they receive less attention than major aerodynamic concepts.
In the Catalan pit lane, it was possible to observe that the rear wheels fitted to the SF-26 featured a noticeably different design. From this season onwards, wheel geometries have once again become a more open area for development, whereas under the previous generation of regulations they were effectively standardized components. The 2026 regulations have therefore restored valuable design freedom in this area.
This regulatory adjustment has opened the door for teams to once again explore innovative wheel concepts. Engineers can now investigate new methods of controlling airflow, managing heat transfer and improving tyre behaviour through carefully optimized wheel designs. As a result, manufacturers and teams have regained an important development area that had previously been heavily restricted.
Earlier this year, Ferrari renewed its historic partnership with BBS Japan, reviving a collaboration that originally began back in 1992 and continued for many successful seasons. The Japanese manufacturer was also responsible for supplying wheels to the entire Formula 1 grid between 2022 and 2025.
The relationship between Ferrari and BBS has deep roots in Formula 1 history. Over the decades, the partnership has been associated with numerous technical developments and successful racing campaigns. The return of this collaboration therefore represents not only a technical decision but also the continuation of a long-standing engineering relationship between two highly respected names in motorsport.
Ferrari and BBS wheels: why they matter for tyre management
According to the available information, these innovative wheels are currently used exclusively on the rear axle. These components play a crucial role because they are in direct contact with the tyre bulk, the innermost and most critical section of the tyre. Grip generation is closely linked to the temperature of this area, making thermal control one of the most complex aspects of tyre management.
When Formula 1 engineers refer to the tyre bulk, they are describing the internal structure of the tyre rather than the external surface visible to spectators. While surface temperatures can fluctuate rapidly, the bulk temperature often provides a more accurate indication of how effectively a tyre is operating. Keeping this area within the ideal range is essential for maximizing performance.
The temperature of the bulk can be influenced through effective wheel design, with the wheel itself acting as a thermal exchanger. Bulk temperature is affected by several heat sources. The primary contributor is tyre hysteresis, the continuous cycle of deformation and recovery that naturally dissipates energy in the form of heat. Rear brakes also play an important role in the thermal balance.
Every time a Formula 1 car accelerates, brakes, turns into a corner or rides over kerbs, the tyre structure experiences enormous loads. These repeated stress cycles generate heat within the tyre itself. Over the course of a race distance, the accumulation of thermal energy can significantly influence grip levels and degradation patterns. As a result, teams are constantly searching for methods to regulate these temperatures more effectively. Even marginal improvements in thermal management can produce valuable gains over a full race distance, especially on circuits where tyre degradation is particularly severe.
Rear brakes represent another major source of heat. During heavy braking events, enormous thermal energy is generated within the brake discs and calipers. Although modern cooling systems are highly sophisticated, a portion of this heat inevitably finds its way into surrounding components, including the wheel and tyre assembly.
Following the removal of the motor-generator unit previously used to recover energy from exhaust gas enthalpy, braking management now relies far more heavily on the MGU-K. This reduces the workload placed on the conventional braking system. The change stems from the need to maximize electrical energy recovery, taking advantage of the substantial braking force generated by the power unit itself.
The increased importance of energy recovery systems has introduced additional complexity into vehicle dynamics and thermal management. Engineers must carefully balance mechanical braking and regenerative braking while simultaneously ensuring that tyre temperatures remain within an optimal operating window. Although the MGU-K helps reduce some of the load on the traditional braking system, the interaction between braking, energy recovery and tyre management remains one of the most technically demanding aspects of Formula 1 engineering. Every element must work together seamlessly to achieve the desired performance outcome.
Ferrari’s new BBS wheel solution on the SF-26
As the illustrations show, the wheel design has been completely revised, featuring an entirely new spoke geometry. The engineering objective is to transfer excess heat away from the tyre bulk and towards the outside environment, increasing the available surface area for thermal exchange. While the concept may sound straightforward, finding the correct balance is actually a highly complex task.
The challenge lies in removing sufficient heat without excessively cooling the tyre. If temperatures drop too far below the desired operating range, grip levels can decrease and tyre performance may suffer. For this reason, wheel development requires extensive simulation work, laboratory testing and on-track validation.
To dissipate more heat while retaining the same construction material—forged magnesium—it becomes necessary to increase the exposed surface area. Although the overall dimensions of the wheel are tightly regulated, engineers still have some freedom within specific zones. Ferrari has reportedly exploited these areas with great precision to maximize heat rejection to the surrounding airflow.
Forged magnesium continues to be the preferred material because of its combination of low weight, structural strength and favourable thermal characteristics. Every aspect of the wheel must satisfy strict regulatory requirements while simultaneously delivering performance benefits in multiple areas. The redesigned spoke geometry appears to have been carefully optimized to increase the effective heat-exchange surface. By exposing a larger area to the surrounding airflow, the wheel can potentially transfer heat more efficiently away from the tyre assembly and into the external environment.
Naturally, wheel development must also be carefully integrated with the design of the internal drum assembly, the component that encloses both the brake disc and the brake caliper. This structure effectively acts as an adjustable thermal shield and represents the first and most important layer of heat management, controlling how much thermal energy is transferred to the wheel itself.
The internal drum assembly is therefore a crucial part of the overall thermal-management strategy. Engineers can modify its configuration to influence airflow patterns and heat transfer characteristics, allowing them to tailor the system to the demands of different circuits and environmental conditions.
Rather than relying on a single component, modern Formula 1 teams approach thermal management as a complete system. The wheel, brake assembly, cooling ducts and tyre all interact with one another, meaning that even a small modification in one area can affect the behaviour of the entire package. Early indications suggest Ferrari has successfully found the right compromise. By improving the wheel’s ability to dissipate heat while maintaining tight control over tyre temperatures, the Scuderia may have gained another valuable tool in its ongoing effort to maximize performance and consistency over a race distance.
If the solution performs as expected across a variety of circuits and weather conditions, it could become another example of how seemingly small technical details contribute to overall competitiveness in Formula 1. While aerodynamic upgrades often attract the headlines, innovations like these new BBS rear wheels demonstrate that performance can also be found in less visible areas of the car.
As the 2026 season progresses, Ferrari will undoubtedly continue evaluating the effectiveness of this solution through race weekends, practice sessions and data analysis. For now, the new BBS wheel design stands out as another illustration of the relentless pursuit of marginal gains that defines modern Formula 1 engineering, where every degree of temperature control can make a measurable difference on track.
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