Red Bull vs Ferrari: Upside‑Down Rear Wing Differences Explained

Red Bull’s new RB22 reveals a heavily modified upside‑down rear wing that mirrors Ferrari’s ‘Macarena’ concept but opts for a simpler, faster‑to‑implement design. The team’s rotating flap only swings 110‑120°, using a single central actuator, while Ferrari’s SF‑26 uses dual actuators for full 200° rotation.

Why it matters:

The rear wing is a pivotal aerodynamic element that can dictate a car’s balance between downforce and drag. By choosing a less complex rotation system, Red Bull can field updates quickly, preserving reliability and development resources. Ferrari’s more aggressive approach promises greater aerodynamic gain but demands extensive testing and structural reinforcement, affecting their schedule and budget.

The details:

• Actuation scheme – Red Bull retains a single central actuator; Ferrari replaces it with twin actuators hidden inside the endplates.
• Rotation range – Red Bull’s flap moves roughly 110‑120°, whereas Ferrari’s wing exceeds 200° of rotation, allowing a full flip.
• Attachment geometry – Red Bull adds straight extensions at the flap‑endplate junction, keeping the pivot simple; Ferrari redesigns the entire endplate to accommodate full‑range motion.
• Development focus – Red Bull prioritises rapid implementation and reduced mechanical complexity; Ferrari invests in a longer validation programme to maximise aerodynamic potential.

What's next:

The concept is likely to spread across the grid, with teams such as McLaren already hinted at developing their own version. As the 2026 regulations evolve, the trade‑off between mechanical simplicity and aerodynamic upside‑down wing performance will become a key factor in shaping each team’s development roadmap.