To gain speed at Monza, Ferrari has evolved its FTM. Our exclusive comparison reveals the secret of the SF-26 to reduce its drag.
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At Monza, every detail counts to reduce resistance to progress. Ferrari provides a new example with a very targeted modification of its FTM (for “Flick Tail Mode” in English), this small wing installed at the rear of the SF-26, in the exhaust area.
For several weeks, the Scuderia had been questioning the interest of keeping this device on the circuits requiring the least downforce of the season. Monza, then Las Vegas, are two particularly delicate cases: should the aerodynamic benefit of the FTM be preserved or should it be removed to reduce drag as much as possible?
Ferrari seems to have found an intermediate solution…
A slot appears on the small wing
As shown by our exclusive comparative image, the small wing mounted on the SF-26 at Monza now features an opening that did not exist on the version used until now.
This slot changes the aerodynamic function of the element. Ferrari thus accepts sacrificing part of the downforce generated locally to reduce, in return, the resistance to progress.
This is precisely the compromise sought at Monza. With its very long straights and many sections driven at full throttle, the Italian circuit requires prioritizing aerodynamic efficiency rather than absolute downforce. A few points of drag saved can then directly translate into precious extra kilometers per hour.
So Ferrari does not remove the small wing: it rather seeks to “unload” it.
Ferrari had also tested the SF-26 without this small wing
This solution is all the more interesting because Maranello had considered a much more radical option.
The SF-26 had already run without this small wing during comparative tests, notably during the filming day organized on the Madring. Ferrari was then seeking to collect data in preparation for the fastest circuits, where the drag generated by the device could end up weighing more than its aerodynamic benefit.
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At Monza, Ferrari ultimately chose not to completely give up on the concept. The opening made in the small wing should reduce its aerodynamic effect and, consequently, the resistance to progress it generates.
This choice fits into a more general configuration of the SF-26 adapted to the demands of the temple of speed. Ferrari has also revised its flat floor and rear assembly to find the best possible compromise between downforce and drag, while updating its engine to an ADUO2 version.
Reducing drag also relieves the engine
With the 2026 cars, this search for efficiency does not only concern top speed. A car that generates less drag also requires less energy to reach and maintain a given speed. At Monza, where long accelerations strongly demand electric deployment, this gain therefore allows better management of the available energy.
The modification of this small wing thus contributes to a more global search for efficiency on the SF-26.
Rather than choosing between keeping or removing this appendage, Ferrari preferred to adapt its function to the extreme characteristics of Monza. Our exclusive comparison allows immediate visualization of this evolution, with the appearance of a slot intended to reduce both the downforce produced by the small wing and its drag.
If this solution delivers the expected results, it could also prove interesting later in the season on another circuit where aerodynamic efficiency will be decisive: Las Vegas.
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