Ferrari introduced a new evolution of its distinctive “Macarena” rear wing at the Hungarian Grand Prix, refining an aerodynamic concept designed to improve DRS efficiency while providing the downforce required at the Hungaroring. After making its debut earlier in the season, the solution continues to attract attention from Ferrari’s leading Formula 1 rivals.
The Maranello team was not alone in presenting this type of configuration during the Budapest weekend. McLaren introduced a closely related design, while Red Bull arrived with a further-developed interpretation. Their respective solutions underline how the concept initially created by Ferrari has become one of the season’s most intriguing areas of aerodynamic development.
What is Ferrari’s ‘Macarena’ rear wing?
The “Macarena” wing is a particular rear-wing configuration that changes how the Drag Reduction System operates. Compared with a traditional design, the solution allows the movable flap to open more effectively, enlarging the channel through which the airflow passes when the DRS is activated.
The main objectives are to:
- reduce aerodynamic drag further;
- increase straight-line speed;
- improve the overall efficiency of the DRS.
In recent years, drivers have used DRS on practically every lap and in every available activation zone. Teams have consequently invested considerable resources in developing this part of the car, transforming rear-wing opening performance into an increasingly important contributor to overall lap time.
Ferrari’s latest version was introduced as part of the upgraded SF-26 rear-wing package at the Hungaroring, where the aerodynamic demands differ significantly from those encountered at high-speed circuits.
Why Ferrari removed the central actuator
One of the most interesting elements of Ferrari’s solution concerns the mechanism used to operate the rear wing. Unlike most Formula 1 teams, the SF-26 does not feature the conventional central actuator normally visible behind the movable flap.
This decision offers several potential benefits, beginning with aerodynamic performance. Removing the central mechanism completely clears the most important section of the wing, where the airflow can work most effectively. The result is a cleaner flow through the central area and reduced resistance as the car moves along the straight.
The second advantage concerns weight. A conventional actuator is made from metallic components and places additional mass relatively high on the car. Ferrari has instead moved the actuation system towards the outer sections of the wing, improving both weight distribution and the aerodynamic efficiency of the overall assembly.
Do the new winglets genuinely increase downforce?
The evolution introduced at the Hungaroring also features three small upper appendages. At first glance, they may appear to be minor details, but their purpose is to increase the available aerodynamic surface without requiring a fundamental redesign of the main rear-wing structure.
This can be particularly valuable at a circuit such as the Hungaroring, where more than 60 per cent of the lap is spent cornering. Every increase in downforce can therefore translate into an important performance benefit, especially given the SF-26’s strength through low-speed corners.
These small surfaces operate within airflow that has already been redirected by the main rear-wing profile. They consequently help generate additional aerodynamic load without introducing an excessive performance penalty.
For that reason, the winglets are unlikely to appear at extremely fast circuits such as Monza, where reducing drag becomes a much greater priority.
Ferrari, McLaren and Red Bull interpret the same idea differently
The most interesting technical comparison to emerge during the Hungarian Grand Prix weekend involved the different interpretations adopted by Ferrari, McLaren and Red Bull.
Ferrari
Ferrari has continued developing its original concept. The philosophy centres on removing the conventional central actuator and maximising DRS efficiency while maintaining a high level of aerodynamic stability.
McLaren
McLaren’s solution is very close to Ferrari’s design. The Woking team adopted an almost identical configuration, indicating that it considered the concept introduced by the Scuderia particularly effective.
Red Bull
Red Bull has taken the idea a step further. The Milton Keynes engineers have enlarged the channel created when the DRS opens, with the aim of reducing the airflow interference between the main plane and the movable flap even further.
This approach is intended to improve aerodynamic efficiency while the system is open. It represents a natural development cycle in Formula 1: one team introduces an idea, its competitors adopt the principle and then attempt to refine it.
Why the ‘Macarena’ rear wing suits the Hungaroring
The Hungaroring is one of the most aerodynamically demanding circuits on the Formula 1 calendar. Slow and medium-slow corners occupy much of the lap, while its straights are relatively short.
Under these conditions, carrying slightly more drag is far less damaging than it would be elsewhere because of the performance gained through the corners. Ferrari can therefore use the new upper appendages to maximise downforce without significantly compromising top speed.
The configuration complements the broader characteristics that made Ferrari potentially well suited to Budapest, although the team remained aware that it could not simply assume the Hungaroring would favour the SF-26.
A different rear-wing specification is likely to be adopted at circuits like Monza or Baku, where straight-line efficiency and lower drag become considerably more important. The balance between downforce and resistance must therefore be adapted to the demands of each venue.
Ferrari leads the development path as its rivals respond
The significance of this upgrade extends beyond the immediate performance of the SF-26. McLaren’s decision to introduce a very similar solution, combined with Red Bull’s development of an even more extreme version, demonstrates that Ferrari’s “Macarena” rear-wing concept has become one of Formula 1’s leading aerodynamic development themes.
The design is also part of a wider technical picture at the Hungaroring, where rear-wing efficiency, energy deployment and the circuit’s short straights all influence performance. The interaction between those elements is explored further by the FIA power unit energy data for the Hungarian Grand Prix.
It will now be interesting to see whether Ferrari introduces another evolution of its rear wing at the coming Grands Prix or retains the current configuration, continuing to exploit one of the season’s most innovative technical concepts.
Leave a Reply