The second test session in Bahrain has also come to an end, with Leclerc setting the fastest time. But beyond this achievement, Ferrari returns to Maranello with a more than positive debut for the SF-26, which covered a significant distance and proved very comfortable during the numerous start simulations — an area that still remains an unknown for many teams.
Above all, what surprised everyone was the aggressive design approach implemented by Loic Serra’s working group with the SF-26. It had been since as far back as 2017 that Ferrari last introduced completely new solutions by fully exploiting the limits of the regulations.
At that time, the solution involved integrating the lateral impact protection structures into a wing-shaped profile that allowed the beginning of the sidepods to be pushed further back — a concept that immediately set the trend.
As could indeed happen with the inversion of the rear wing flaps, which have surely already come under scrutiny in the CFD departments of the other teams, as Ferrari’s rivals have openly admitted.
A different case is that of the FTM (Flick Tail Mode), namely the small flap that was installed behind the exhaust from the very start of the second test session in Bahrain as a continuation: it is a minor element conceived as an extension of the appendages seen the previous week on either side of the rear deformable structure.
It cannot be copied because it is tied to a regulatory constraint that requires a design choice to be made in advance based on the position of the differential. On the SF-26, the differential was moved back to allow the flap to be positioned immediately after the exhaust. Therefore, a specifically designed modification is needed for it to be legal (within 6 cm of the differential). The objective is clear: to exploit exhaust gas blowing to improve the extraction of the diffuser and the efficiency of the main profile of the rear wing.
A different story is the inverted movable wing, which first surprised with its full rotation and the dramatic volume change during this phase, but immediately sparked the curiosity of other designers. Too striking to be considered an oversight.
Ferrari has something that is not codified in the regulations: the way the transition occurs between maximum downforce and the neutral configuration. The text only specifies the starting position with the flap closed and the final position, with nothing mentioned about the movement in between. The rotation no longer occurs via the central pivot as we were used to with the DRS, with predefined movement values (see 2019 rules).
The management of the two flaps is controlled by a hydraulic system in the lateral panels, which ensures their full inversion. The goal is to deliberately stall the wing when fully open and improve load recovery efficiency when the flaps are closed. The concept immediately draws a parallel with the parachutes of some military aircraft during landing, in the very brief inversion phase that completes closure under braking. There is an obvious and substantial increase in surface area, fully legal since there are no restrictions in this transitional phase.
Leclerc was supposed to test this solution, but the session was canceled to focus on race simulation work, and it is very likely that this solution will not be part of the new package planned for the Australian GP.
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