2026 Scuderia Ferrari HP F1 Team

[Luscion]

Both AR and Motorsport Italy reporting the same thing

Autoracer https://autoracer.it/ferrari-mondiale-v ... nano-sf26/

The 'secret' of the Scuderia was having a lot of aerodynamic downforce, generating less drag and therefore managing the tyres optimally. An update in the wheel area also contributed to this, helping the SF-26 improve its rear tyre management. The excessive heat did not work in Mercedes' favour — they remain the reference package, the most complete one, but with significant battery issues that are requiring further performance-related fixes compared to the start of the season. Conversely, some modifications under the hood of the SF-26 have allowed the Maranello team's engineers to reduce air outlets compared to the start of the season, running in qualifying and the race with a rather closed and highly efficient engine cover. It is no coincidence that, between aerodynamic updates, a more efficient car body, and Mercedes' reliability problems, the SF-26 did not fall too far short at Montmeló from a power unit standpoint. And if the engine gap narrows, the strengths of the SF-26 project come to the surface, giving Hamilton — for now — the ability to consistently fight for the podium and capitalise on opportunities like the one that came his way in Spain to take the win.

Motorsport Italy https://it.motorsport.com/f1/news/f1-fe ... /10830726/

Ferrari played an ace of their own at Montmeló: on the SF-26's rear axle, they debuted the new BBS Japan wheels. From this year, in fact, the FIA has returned to liberalising wheel design, after a period during the ground effect era when they all had to be identical.
The International Federation's regulatory opening has reignited research into wheel rims: the teams wasted no time in developing wheels that can contribute to performance. Key factors are stiffness, weight, and more recently the ability to manage temperature during a race stint in order to stabilise pressure and, consequently, control tyre wear.
While Mercedes took advantage of OZ Racing wheels to warm up the tyres in Canada, Ferrari benefited from the new rear wheels to insulate the heat produced by the braking system and prevent the high temperature from being transferred to the tyres through heat radiation from the rim. The Prancing Horse's technicians carried out very thorough work alongside those at BBS Japan: while in Maranello they developed the brake ducts so as to create a layer of cool air between the two carbon walls — with ventilation designed specifically using air intakes that have nothing to do with those for disc and caliper cooling — the wheel suppliers evolved the forged magnesium wheels with a design that allows heat to be dissipated, preventing temperature from being transferred to the tyre.

[Luscion]

Both AR and Motorsport Italy talking about an update to ferrari's wheel rims that debuted in Barcelona that improved its tire management

Autoracer https://autoracer.it/ferrari-mondiale-v ... nano-sf26/

The 'secret' of the Scuderia was having a lot of aerodynamic downforce, generating less drag and therefore managing the tyres optimally. An update in the wheel area also contributed to this, helping the SF-26 improve its rear tyre management. The excessive heat did not work in Mercedes' favour — they remain the reference package, the most complete one, but with significant battery issues that are requiring further performance-related fixes compared to the start of the season. Conversely, some modifications under the hood of the SF-26 have allowed the Maranello team's engineers to reduce air outlets compared to the start of the season, running in qualifying and the race with a rather closed and highly efficient engine cover. It is no coincidence that, between aerodynamic updates, a more efficient car body, and Mercedes' reliability problems, the SF-26 did not fall too far short at Montmeló from a power unit standpoint. And if the engine gap narrows, the strengths of the SF-26 project come to the surface, giving Hamilton — for now — the ability to consistently fight for the podium and capitalise on opportunities like the one that came his way in Spain to take the win.

Motorsport Italy https://it.motorsport.com/f1/news/f1-fe ... /10830726/

Ferrari played an ace of their own at Montmeló: on the SF-26's rear axle, they debuted the new BBS Japan wheels. From this year, in fact, the FIA has returned to liberalising wheel design, after a period during the ground effect era when they all had to be identical.
The International Federation's regulatory opening has reignited research into wheel rims: the teams wasted no time in developing wheels that can contribute to performance. Key factors are stiffness, weight, and more recently the ability to manage temperature during a race stint in order to stabilise pressure and, consequently, control tyre wear.
While Mercedes took advantage of OZ Racing wheels to warm up the tyres in Canada, Ferrari benefited from the new rear wheels to insulate the heat produced by the braking system and prevent the high temperature from being transferred to the tyres through heat radiation from the rim. The Prancing Horse's technicians carried out very thorough work alongside those at BBS Japan: while in Maranello they developed the brake ducts so as to create a layer of cool air between the two carbon walls — with ventilation designed specifically using air intakes that have nothing to do with those for disc and caliper cooling — the wheel suppliers evolved the forged magnesium wheels with a design that allows heat to be dissipated, preventing temperature from being transferred to the tyre.

[dans79]

How do we know which engine manufacture runs at max boost pressure?

Its f1, thet are all pushing the limts. If the rules have a limit of any type and it's performance related, all the manufacturers will be bouncing off of it.

[PlatinumZealot]

How do we know which engine manufacture runs at max boost pressure?
Reading all these replies, I still do not see the definitive answer to this strange claimed upgrade or claimed method.
Though I do not mind if Ferrari was able to keep it secret, or gave misleading info about it. Since many years I felt, no such info came out of the Merc or RedBull technologies, but many from Ferrari, even long before they arrived at the track, which I always found terrible.

As ADUO results (to be yet confirmed) showed, higher power doesn’t translate in less laptime in this regs.
Maybe a hotter intake temp has to do with a more even combustion and so less fuel needed to obtain the same power.
I know physics suggests the opposite, but maybe they found a compromise that works well for the aim of the ICE, which is also a generator.

There is an analogy in common cars, where everyone is switching to miller cycle because of higher efficiency, and letting the electrical side manage high power requests.

I think people are confusing what this hotter engine means. It's definitely has nothing to do with hotter intake air temperatures! No one wants that for this type of engine! It's to do with heat loss from the combustion chamber. Less heat loss through the walls means more heat (post ignition) goes into gas expansion to push the cylinder down an/or more heat to the turbo. The trade-off is knock or pre-ignition. The other benefit is since more heat is going into the gas expansion and the exhaust it is less cooling from the radiator required (and hence you can have smaller radiators).

Mercedes in the 2017 engine was already able to increase water jacket temps to high temperatures and I am pretty sure Honda and Ferrari shortly followed suit so it is not a new development.

If Ferrari are doing it now it probably new for this specific engine. Perhaps they played things safe at the start of the new regs for reliabiltiy and just to get the whole package dialed in and now they are willing to push on the performance front.

[venkyhere]

How do we know which engine manufacture runs at max boost pressure?
Reading all these replies, I still do not see the definitive answer to this strange claimed upgrade or claimed method.
Though I do not mind if Ferrari was able to keep it secret, or gave misleading info about it. Since many years I felt, no such info came out of the Merc or RedBull technologies, but many from Ferrari, even long before they arrived at the track, which I always found terrible.

As ADUO results (to be yet confirmed) showed, higher power doesn’t translate in less laptime in this regs.
Maybe a hotter intake temp has to do with a more even combustion and so less fuel needed to obtain the same power.
I know physics suggests the opposite, but maybe they found a compromise that works well for the aim of the ICE, which is also a generator.

There is an analogy in common cars, where everyone is switching to miller cycle because of higher efficiency, and letting the electrical side manage high power requests.

I think people are confusing what this hotter engine means. It's definitely has nothing to do with hotter intake air temperatures! No one wants that for this type of engine! It's to do with heat loss from the combustion chamber. Less heat loss through the walls means more heat (post ignition) goes into gas expansion to push the cylinder down an/or more heat to the turbo. The trade-off is knock or pre-ignition. The other benefit is since more heat is going into the gas expansion and the exhaust it is less cooling from the radiator required (and hence you can have smaller radiators).

Mercedes in the 2017 engine was already able to increase water jacket temps to high temperatures and I am pretty sure Honda and Ferrari shortly followed suit so it is not a new development.

If Ferrari are doing it now it probably new for this specific engine. Perhaps they played things safe at the start of the new regs for reliabiltiy and just to get the whole package dialed in and now they are willing to push on the performance front.

No, we are not confused. You seem to be.
Read the original post once again, it specifically says 'intake air' and 'intercooler'

For Austria I think it will depend on a few things.

If the new intercooler rumors are real, then that could help Ferrari.
https://scuderiafans.com/ferrari-pushes ... e-package/

According to paddock reports, the updated engine expected to make its debut in Austria will significantly increase the temperature of the intake air entering the intercooler. Current estimates suggest Ferrari could be targeting operating temperatures between 110 and 115 degrees Celsius.

[leblanc]

As ADUO results (to be yet confirmed) showed, higher power doesn’t translate in less laptime in this regs.
Maybe a hotter intake temp has to do with a more even combustion and so less fuel needed to obtain the same power.
I know physics suggests the opposite, but maybe they found a compromise that works well for the aim of the ICE, which is also a generator.

There is an analogy in common cars, where everyone is switching to miller cycle because of higher efficiency, and letting the electrical side manage high power requests.

I think people are confusing what this hotter engine means. It's definitely has nothing to do with hotter intake air temperatures! No one wants that for this type of engine! It's to do with heat loss from the combustion chamber. Less heat loss through the walls means more heat (post ignition) goes into gas expansion to push the cylinder down an/or more heat to the turbo. The trade-off is knock or pre-ignition. The other benefit is since more heat is going into the gas expansion and the exhaust it is less cooling from the radiator required (and hence you can have smaller radiators).

Mercedes in the 2017 engine was already able to increase water jacket temps to high temperatures and I am pretty sure Honda and Ferrari shortly followed suit so it is not a new development.

If Ferrari are doing it now it probably new for this specific engine. Perhaps they played things safe at the start of the new regs for reliabiltiy and just to get the whole package dialed in and now they are willing to push on the performance front.

No, we are not confused. You seem to be.
Read the original post once again, it specifically says 'intake air' and 'intercooler'

For Austria I think it will depend on a few things.

If the new intercooler rumors are real, then that could help Ferrari.
https://scuderiafans.com/ferrari-pushes ... e-package/

According to paddock reports, the updated engine expected to make its debut in Austria will significantly increase the temperature of the intake air entering the intercooler. Current estimates suggest Ferrari could be targeting operating temperatures between 110 and 115 degrees Celsius.

There are only a very few reasons why you would want hotter IATs. The only two I can think of that benefit the current engine formula are better lean burning and better control of combustion phasing. This could be thought of a relatively stop-gap fix to the smaller turbo design constraints.

[dans79]

There are only a very few reasons why you would want hotter IATs. The only two I can think of that benefit the current engine formula are better lean burning and better control of combustion phasing. This could be thought of a relatively stop-gap fix to the smaller turbo design constraints.

Look at the car.

Cooling package from Friday.


what they ran in qualifying and the race.


If you can run hot and not loose a lot of power from the ICE, you can potentially gain back more performance aerodynamically.