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Yet, arriving in Catalonia, Ferrari was not considered the outright favourite of the weekend. For precisely this reason, already on Friday the chief engineer Togninalli appeared mysteriously more optimistic than expected. Ferrari had also used more fuel than usual, deceiving the competition, signalling an outlook that went against the theoretical predictions which had Mercedes and McLaren starting with greater expectations.
The internal confidence was then confirmed on track. The Montmeló circuit is in fact one of the most comprehensive testing grounds on the entire calendar, historically capable of revealing the true aerodynamic values of the cars. The long high-speed corners demand high downforce and a stable aerodynamic platform, while the high temperatures amplify tyre sliding and the resulting degradation.
In these conditions the car that manages to generate the most downforce without compromising efficiency is rewarded, and above all the one that slides the least. This appears to have become one of the SF-26's strengths. The latest developments have in fact allowed Ferrari to build what currently looks like the highest-downforce car on the grid. An advantage that in Barcelona translated into better tyre management and a race pace that was particularly competitive at the decisive moments of the race.
One of the aspects giving the most optimism to the men led by Loic Serra and Diego Tondi concerns precisely the car's behaviour in high-temperature conditions. While in the early races of the year Ferrari had often struggled in the most thermally stressful conditions, in Barcelona the SF-26 instead appeared extremely competitive, maintaining limited degradation and a consistency of performance that allowed Hamilton to build his victory. Behind this growth lies the work of a technical structure that is beginning to reap the fruits of the reorganisations of recent months. Much has been said about the contribution of Loic Serra and Diego Tondi, central figures in the overall development of the car and in the aerodynamic area respectively. It is also worth mentioning Frank Sanchez, brought in by Vasseur and responsible for aerodynamic development, whose work is emerging ever more clearly through the evolution of the SF-26. The car's ability to generate high levels of downforce while maintaining good efficiency appears to be one of the defining elements of the current project.
The comparison with Mercedes takes on even greater significance in light of the reliability issues the German manufacturer is facing. According to what is emerging from the paddock, the Brixworth department is said to be working on resolving certain problems related to the batteries and the management of the power unit's electrical system. A situation that will require further intervention in the coming weeks and that could affect the team's ability to fully develop their technical package in the short term.
The Spanish victory also arrives at a particularly important moment for the development of the car. Alongside the aerodynamic updates introduced in recent weeks, Ferrari continues to work on the ADUO programme, which could soon bring further benefits on the power unit front.
According to information obtained, a new power unit homologation is in preparation, set to make its debut in the coming races. When exactly, will be decided in the coming week. The intervention is expected to be linked to the opportunities offered by the ADUO mechanism and would allow the Scuderia to introduce an evolved specification with the aim of improving reliability, efficiency and performance exploitation
