Ferrari’s recent filming day at the new Madring circuit was far more than a promotional exercise. The 200 kilometers permitted under Formula 1 regulations gave the team’s engineers a valuable opportunity to gather data at a track that is set to join the F1 calendar, while validating characteristics that are difficult to reproduce accurately in the simulator, including the behavior of the SF-26 through elevated sections and on the circuit’s banked corners.
The data collected, however, must be viewed in the proper context. The asphalt was still very new, offering extremely low grip levels that were not fully representative of race conditions. By contrast, the demonstration tyres used during the test share many characteristics with race tyres, allowing Ferrari to assess the overall balance and behavior of the car with reasonable accuracy.
The most significant area of interest was the aerodynamic configuration. On Charles Leclerc’s SF-26, Ferrari once again removed the FTM appendage located in the rear-wing exhaust area, repeating a comparison that had already been carried out during previous tests. The work is clearly focused on preparations for the Belgian Grand Prix at Spa-Francorchamps and the Italian Grand Prix at Monza.
The information gathered suggests that Ferrari’s planned aerodynamic configuration for Spa will be very similar to the one used at Silverstone. The main unanswered question continues to revolve around the FTM component, as the team searches for the best compromise between aerodynamic efficiency, drag reduction and rear-end stability.
Meanwhile, the new rear wing nicknamed the “Macarena” remains under evaluation. Its debut at Spa is still far from guaranteed and will depend primarily on the production schedule for the updated specifications. Importantly, this is not a dedicated low-downforce rear wing, but rather an aerodynamic upgrade designed to improve the overall performance of the SF-26 across a broader range of conditions.
The development focuses on the movable flap and its kinematics, with the objective of reducing aerodynamic drag even further when the flap is activated while keeping downforce levels virtually unchanged. According to the information gathered and reported by the Italian website autoracer.it, the updated design could be worth as much as 3 km/h in top speed, which explains why Ferrari is eager to introduce the new component as soon as enough examples are available for both cars.
Despite these encouraging signs, expectations for Spa remain measured. The Belgian circuit stretches for more than seven kilometers and features only two major braking zones, with long sections spent at full throttle. As a result, efficient electrical energy deployment over the course of a lap becomes especially important during the race. In this area, Mercedes continues to set the benchmark and, at least for now, remains the team to beat.
That picture could change dramatically if the weather intervenes. Spa-Francorchamps is one of the most unpredictable venues on the Formula 1 calendar, and rain or mixed conditions could significantly alter the competitive order and create opportunities for teams that may not be the outright favorites in dry conditions.
Even so, the work completed at Madring reinforces Ferrari’s current philosophy: there is no intention of rushing new components onto the car before sufficient quantities are available. If the updated “Macarena” does make its competitive debut at Spa, the final decision is expected to come only at the last minute and will depend far more on production timing than on the technical feedback gathered during on-track testing.
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