Ferrari shelves ‘Macarena’ wing once again: development focus shifts to weight and Power Unit

Ferrari holds back its rotating rear wing in Japan

Ferrari arrived at the Formula 1 Japanese Grand Prix with its much-discussed rotating rear wing — nicknamed the ‘Macarena’ by team boss Frederic Vasseur — but ultimately chose not to run it in Friday practice at Suzuka.

The decision is consistent with a strategy outlined by Vasseur at the end of last season: unless a new component delivers a substantial lap time gain or is inexpensive to transport, Ferrari will avoid introducing developments during early flyaway races. With freight costs now counted within the budget cap, the logistics of bringing large updates have become a more delicate calculation.

A strategic pause, but not an abandonment

Charles Leclerc acknowledged ahead of the weekend — without revealing specifics — that he did not expect Ferrari to close the gap to Mercedes at Suzuka. Rather than overcommit to incremental gains here, the team appears prepared to absorb short-term discomfort.

With no races scheduled throughout April, Ferrari intends to use the break to accelerate key development areas. Chief among them is reducing weight ahead of the Miami Grand Prix in early May. Like several other cars on the grid, the SF-26 is currently above the minimum weight limit — a deficit the team is keen to address.

Meanwhile, the ‘Macarena’ wing will continue its development cycle in Maranello. Still in its first phase, the rotating rear flap must pass reliability tests before undergoing further revision and refinement.

Performance gains with a trade-off

In its current specification, Ferrari recorded an increase in straight-line performance with the rotating rear wing. However, it also observed greater instability compared with the conventional design when the rear flap was closed.

All 2026 cars experience some degree of balance shift when transitioning between straight-line and cornering modes, as tyre loads change and the centre of pressure moves forward. Ferrari concluded that the movement of its rear wing was not yet sufficiently correlated with that of the front wing.

That relationship is crucial. The aerodynamic coupling between front and rear wings during transitions in and out of straight-line mode means both components must operate in harmony. Achieving that synchronisation adds another layer of complexity — particularly when attempting to replicate or respond to innovations seen elsewhere on the grid.

It is too early to categorise the rotating rear wing as a failed concept, but it clearly requires further work. Ferrari’s direction may yet evolve depending on how competing solutions develop.

Front wing debate and Power Unit focus

Mercedes’ front wing remains a talking point in the paddock, with debate over whether its so-called two-phase movement is intentional or a by-product of reliability characteristics. Regardless, it complies with the regulations as written.

Ferrari also brought a new halo flap to Suzuka, constructed from a different material and available for evaluation. However, Friday’s running focused primarily on managing the 067/6 power unit, with particular emphasis on improving battery charging capacity — an area where Ferrari is currently lacking in direct comparison with Mercedes.

The Scuderia has no plans to abandon its original engine concept, which is built around a smaller turbo compressor. Instead, it is aiming to deploy the internal combustion engine more aggressively in pursuit of improved overall performance.

For now, Suzuka represents consolidation rather than escalation. Ferrari’s most intriguing innovation remains under refinement — and its broader gains are being targeted with patience rather than haste.