Ferrari has arrived in Budapest with a new package of rear micro-aerodynamic updates for the SF-26, designed to maximise the amount of downforce generated locally. The package features previously unseen winglets attached to the mainplane, together with new trailing-edge appendages intended to optimise aerodynamic upwash without compromising the Straight Mode activation.
The changes represent a clear technical shift from the approach Ferrari adopted in Monaco. The solution has been developed specifically to adapt the SF-26 to the tight and twisting demands of the Hungaroring, complementing the team’s upgraded rear-wing configuration for Budapest.
Ferrari draws on lessons learned in Monaco
To understand Ferrari’s latest development, it is worth looking back to May and the Monaco Grand Prix. A large number of additional aerodynamic appendages appeared at the rear of several cars during the Monte Carlo weekend. Curiously, Ferrari was the only leading team not to pursue this type of development.
The Maranello team did not introduce the series of centrally positioned profiles above the rear wing that are commonly described as winglets. This type of multi-element “aerodynamic tower” is made possible by one of the permitted regulatory volumes around the rear wing, particularly the area used to house the actuator responsible for activating Straight Mode.
These components generate aerodynamic load and increase the local force acting on the car, while also strengthening the upwash produced by the airflow. Looking back at the various solutions examined in Monte Carlo, it appears that the engineers led by Loïc Serra have now chosen to adopt a design that is very similar to McLaren’s interpretation.
Teams were also able to exploit these structures more extensively in Monaco because the FIA had completely prohibited the use of active aerodynamics on the streets of the Principality. Active aero is permitted in Budapest, however, which means the new structure must be attached exclusively to the mainplane and cannot be supported by any of the movable wing elements.
Monaco had been considered a potentially favourable event for Ferrari, and it was there that the team’s engineers recognised the tangible contribution these small elements could make to rear downforce generation. Ferrari has also added small devices to the trailing edge of the final rear-wing element, drawing inspiration from a solution previously seen on the Red Bull RB22.
Fine aerodynamic work around the SF-26’s central appendage
A similar principle applies to the micro-appendages that effectively extend the central profile used to assist the rotation of the wing. These elements are also designed to increase the aerodynamic load generated locally.
Ferrari has therefore concentrated on detailed micro-aerodynamic development in an attempt to adapt the SF-26 as closely as possible to the characteristics of the Hungarian circuit. The approach is consistent with the car’s recognised strength in the Hungaroring’s slower corners, where rear stability and efficient downforce generation will be particularly important.
It remains to be seen whether these modifications will deliver the expected benefits. The rest of the Formula 1 field has placed Ferrari near the top of the list of favourites for the Hungarian Grand Prix, although Charles Leclerc has warned against assuming that the circuit will automatically suit the SF-26.
Beyond the aerodynamic developments, Ferrari will still need to work extensively on the car’s set-up throughout the weekend. Finding the correct operating window will be crucial if the team is to exploit all the SF-26’s most important qualities around the Hungaroring.
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