Ferrari’s technical department has approved the Miami upgrade package, which is set to make its on-track debut next week during the first available 200 km filming day, scheduled to take place at Monza on Wednesday. In the meantime, attention turns to how the new hierarchical structure introduced by team principal Fred Vasseur is functioning behind the scenes at Maranello.
Within Ferrari’s technical offices, Loïc Serra has recently welcomed several new additions to the team. Among them are engineers Cédric Grosjean and Guillaume Dezetoux, as well as the Head of Aerodynamic Development, former Sauber specialist Frank Sanchez. The latter has already been working for several months and collaborates closely with Ferrari’s Head of Aerodynamics, Diego Tondi, in a key role focused on improving aerodynamic efficiency.
Enrico Gualtieri continues to oversee the development of Ferrari’s power unit, which—pending ADUO permissions—is expected to receive a new internal combustion engine in the near future. Notably, the head of Ferrari’s engine department had been Audi’s first choice, but the Modena-born engineer reportedly declined the opportunity to reunite with his former boss Mattia Binotto, instead choosing to remain committed to Fred Vasseur’s long-term project in Maranello.
Meanwhile, Zimmermann has recently joined Audi, having stepped away from his high-level consultancy role within Ferrari’s Gestione Sportiva at the end of a cycle. His departure followed disagreements over a project that, so far, has not delivered particularly convincing results.
How the development hierarchy works at Ferrari
Despite Oscar Piastri finishing ahead of the Ferrari cars at Suzuka, that result should not overshadow the fact that the SF-26 has a strong underlying foundation. Ferrari’s aerodynamic director Diego Tondi is now in a position to unlock performance gains more rapidly by testing new components—something that marks a clear departure from the situation in 2023 and even compared to last season.
Updates that show no theoretical drawbacks are first simulated on the car by Adurno and the newly arrived Guillaume Dezetoux. Their findings are then passed up the chain to Fred Vasseur and Loïc Serra, who ultimately make the final decision. If the data is convincing, they authorize production and give the green light to engineering chief Togninalli, enabling the parts to be introduced on track at the earliest opportunity.
Reverse wing takes longer, but balance improvements already achieved
Fred Vasseur had already indicated that patience would be required, pointing to May as a key moment: “In Miami we will have one and a half upgrade packages,” he explained, referring to a collection of components that could have already been introduced in Bahrain.
Across the period between Florida and Montreal, all teams are expected to roll out their most significant upgrades following the enforced break. Ferrari, however, is preparing what appears to be its most extensive development package so far. In Miami, roughly half of the SF-26 is expected to be updated, including a revised front wing and further refinements around the flick tail mode area.
Some components are also set to be trimmed in weight without altering design concepts that are already delivering results. Ferrari’s primary objective remains the reduction of drag on the SF-26, a goal that also involves the development of the so-called reverse wing. From there, the team aims to take more substantial steps forward, leveraging improved aerodynamic efficiency.
At the same time, attention across the paddock is focused on what level of ADUO allowance will be granted to rival Mercedes after the Miami round, with Ferrari expected to be directly involved at the forefront of this ongoing technical and regulatory battle.
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