A “reverse” rear wing concept has also appeared on the Red Bull car, but is it really a copy of Ferrari’s so-called “Macarena” solution? Here is a breakdown of the key differences between the two aerodynamic approaches.
Scuderia Ferrari has refined its Macarena rear wing specification, and with the latest filming day test carried out at Monza, everything now points towards its first real competitive use in Miami. However, the question remains whether Red Bull’s new “reverse” wing is inspired by Ferrari’s idea or simply a parallel development.
The Milton Keynes-based team debuted a completely new rear wing opening concept during the Silverstone filming day, which in some ways resembles Ferrari’s solution. The main objective of both designs is clearly to improve aerodynamic efficiency and therefore increase straight-line speed, but in reality their behaviour and operating principles are significantly different.
As revealed by the Italian website AutoRacer.it, Red Bull began working on this concept last summer, shortly after Ferrari presented its project to the FIA. This means it is a development that has been in progress for quite some time. Below are the main differences between the two rear wing systems.
Different operating principles but same target: comparison of the two concepts
Images released online show clearly that the two rear wings operate in a very different manner. According to AutoRacer.it analysis, Red Bull has chosen to retain a central actuator system that rotates the flap backwards and lifts it beyond the normal range of motion.
When activated, the system increases the slot gap between the flap and the mainplane. From a side view, it can be seen that the flap rises above the endplates, while remaining connected through lateral supports that anchor it to the wing structures.
This makes it a more extreme and aggressive concept, even compared to Ferrari’s Macarena wing introduced during Bahrain testing.
The British team’s approach is therefore more radical, while Ferrari’s idea is structurally more complex. On the SF-26, Ferrari uses an asymmetric system which is more difficult to calibrate, but the absence of a central actuator helps to clean and stabilise airflow more effectively.
It is also worth noting that Ferrari’s wing is capable of rotating up to 270 degrees, using a mechanism that has already undergone several refinements in order to optimise its performance.
It remains to be seen which solution will ultimately prove more effective on track, although it is difficult to imagine Red Bull introducing this concept as early as Miami.
Red Bull test Ferrari’s bizarre ‘Macarena-wing’ op Silverstone 👀🚨#f1 #formule1 #redbullracing #redbull #verstappen #ferrari #macarena pic.twitter.com/ARdBv1IZUb
— RacingNews365.nl (@Racingnews365) April 24, 2026
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