The Ferrari SF-26 will not be in final testing. F1 2026 really brings something new and, as we know, the Maranello team has decided to make the most of the time available until the end. The work program for Barcelona it will include the validation of the electronic sector to better study the use of the MGU-K motor generator and correct any bugs. While for aerodynamics the situation is different.
Ferrari: the “A specification” of the car will be fundamental for the electronics
Naturally, the decision to prepare distinct iterations of the Italian single-seater does not prefigure the start of a double strand of development divergent aerodynamics. This is the first point that needs to be clarified, while waiting for the Red to reveal its shapes to the whole world on Friday 23 January. The car that we will observe taking its first steps on the Fiorano track, as well as in the behind closed doors tests in Barcelona, will have a preparatory function.
First objective: validate and refine the complex electronic sector. The team’s focus will generally be on identifying and resolving any systemic anomalies or “bugs”. From this point of view, F1 2026 represents in all respects a true year zero for the historic Maranello team. Also for this reason, it is imperative to consider the introduction of the so-called “torque blending”.
When the pilot activates the accelerator, the power unit will necessarily have to harmonize the propulsion output: approximately 540 HP will come from the traditional endothermic engine, intrinsically subject to the phenomenon of turbo-lagwhile the remaining 475 HP will be provided instantly by the electric component. It will therefore be crucial to guarantee absolute fluidity in the delivery of the combined power.
A bit like what we said in the Ferrari article dedicated to Leclerc on the 2026 driving style. Likewise, the electronics will exercise preponderant control over the rear axle braking dynamics. Although energy regeneration is essential, the distribution of braking force must be finely calibrated between the intervention of the MGU-K and that of the standard mechanical braking system.
Overall, this strategic approach will be shared by the majority of teams. No team will reveal the definitive version of the car during the inaugural sessions in Barcelona, let alone in Bahrain. Not even Red Bull although it will come pretty close. It is plausible that only in the final stages of the second tranche of tests can we glimpse specific car configurations already in the Australian GP.
Ferrari: the imperative to optimize ATP allocations
In light of these premises, it is reasonable to expect that the Rossa will present itself with an entrance section of the sidepods more generous than the geometries that will characterize the Spec B scheduled for testing in Bahrain. The primary objective is to optimize reliability to accumulate as much mileage as possible; in this embryonic phase the distance traveled takes on much greater significance than mere chronometric measurement.
We expect a stripped-down aerodynamic package. Pure performance in relation to the specific layout of Barcelona or Bahrain will not be pursued; the standard wings, rather, will be instrumental to the engineers for map the overall balance of the Ferrari SF-26. However, it is important to point out that the components installed, although standard, are the result of wind tunnel studies.
For this reason it represents the embryo of the solutions that will equip the car for the debut in Melbourne. The team will immediately have feedback from CFD simulations and the wind tunnel. We will see many runs at constant speed with the help of aerodynamic rakes, essential for check the correlation. A challenge that promises to be arduous, mindful of the complexities encountered with the funds of past regulatory generations.
Scuderia Ferrari: the latest operations of the Red team towards Formula 1 2026
According to what our editorial team has learned, the Prancing Horse’s work to optimize the relationship between CFD and the wind tunnel continues at full speed. The absence of the need to test components purely performance-based for the Montmelò track, in fact, ditto for the first week in Bahrain, it gives Ferrari very precious time for the ATP to be exploited until the end.
While for the mobile wing system, it is likely that the solution adopted will be the definitive one. It is no coincidence that this mechanism had already been tested last December during the Abu Dhabi tests. Given its location, a possible update would entail the need to repeat the crash tests for the nose, consequently the Red team freezes this specification at least for the initial phase of the championship.
Authors: Zand Arcari – @berrageiz – Niccolò Arnerich – @niccoloarnerich
Render: @FUnoAT – Hugo Fernández | 3D Artist – @zordewfx
Images: Scuderia Ferrari
