FIA Prepares FTM Ban and Maranello Is Worried

Added: 2026-05-15

[00:00:00]The FIA is going to ban one of the systems that Ferrari based the aerodynamic structure of its 2026 car on, namely the flick tail mode. Starting in 2027, it will no longer be allowed in its current form because it disrupts the airflow to the car behind, and for the FIA, that's a problem since they want to eliminate the dirty air that reaches the following car. In today's video, we're going to look at what Ferrari's alternative strategy will be, how they've responded to the FIA, which is basically banning a concept that Ferrari themselves invented and that everyone else is now adopting for this season.

[00:00:35]But, we know that Ferrari's entire car is fundamentally built around this concept. In fact, we know that the rear section is set further back to make room for the flick tail mode, and that's exactly why Ferrari will be the most penalized by this regulatory change.

[00:00:52]Let's take a closer look at everything.

[00:00:54]Let's break down the flick tail mode system, which is a sophisticated evolution of the blown exhaust concept.

[00:01:00]It's not an old-school blow-by. No, it's something much more refined. Ferrari actively redirects the exhaust gases to improve diffuser extraction, rear wing efficiency, and above all, the stability of the rear of the car. In other words, when the system works as it should, that's at least half a second per lap.

[00:01:18]Just think for a moment what half a second means in Formula 1 today. It's the difference between being on pole and qualifying fifth. It's the difference between fighting for the championship and just being a background player. And according to reports, the FIA wants to ban it starting in 2027. The timing is surgical, in my opinion. They're not blocking it right away because that would immediately open up a political front with Maranello, but they're getting rid of it before it becomes dominant. Basically, they let you play for a year and then pull the plug on you. That's how I see it, and that's a really serious problem because it means that part of the architecture for next year and Ferrari's next car is already doomed. And this ties in perfectly with the interview with Vasseur which came out practically at the same time where the team principal literally says that now he sees the engineers as freer, that the team is more on the defensive, and that the priority is the ability for continuous development. All right, great speech, but here's the truth. Vasseur is trying to build an offensive narrative precisely because the federation is setting a trap for him for next season.

[00:02:21]In my opinion, and I'm telling you honestly, this freedom for the engineers that Vasseur talks about isn't a strategic choice, it's a tactical necessity. Ferrari needs to find alternatives and fast because if the FTM, so flick tail mode, really gets banned in 2027, all the advantage they've built with that technology, well, it just disappears.

[00:02:41]Here's the thing. In Maranello, they're racing against time, not against Mercedes or Red Bull. They're racing against a rule book that's changing while you're still developing the car.

[00:02:51]And let's not forget that Vasseur made this statement right after Miami where the updates brought to the track didn't deliver the performance leap everyone was expecting. They've still been confirmed for the next races, but maybe people were hoping for a bit more from the car's performance. So, yes, he says he sees the engineers working more freely, but so far the results tell a different story. Hinchcliffe, who is an engineer and a Formula 1 commentator, stated that Ferrari has made choices that go against the current trends in engineering, introducing the Macarena wing. We've seen the new front wing, the changes to the floor that we saw in Miami, and while some solutions have worked, others have been maybe too extreme in trying to maximize the car's aerodynamic efficiency, also because the engine can't keep up with the performance of the competitors. But the real issue might not be so much about making the car more efficient, but rather about improving the engine. So, when you look at Ferrari's performance right now, they have drag, meaning excessive aerodynamic resistance, but not so much because the car itself lacks efficiency, but because the engine isn't pushing it enough. This engine just isn't powerful enough, and they're missing those 30 horsepower that separate the Mercedes engine from the Ferrari one. That's why they have a car that can't live up to expectations on the straightaways. But, it's not an aerodynamic problem, I repeat, it's an engine power problem. And this is exactly what Hinchcliffe has studied as well. Meanwhile, McNish said that Ferrari studied several systems before arriving at the final solutions we saw in Miami, and they're still trying to find the right direction to take this season in terms of aerodynamic development. But, at Ferrari, they're still unclear about which is the right path to follow. So, they're trying out different updates to bring to the track, and evaluating which ones actually work, and which ones don't. Now, let's put the pieces together. The FIA is preparing to ban the FTM, Vasseur is getting ready for an offensive move, Hinchcliffe says you violated the basic principles of engineering, and McNish admits that in Miami, you're still figuring out how to work together. In my opinion, this is the situation. Ferrari needs to consolidate, but instead, they're dealing with an internal shift in mentality, integrating new engineers, increasing regulatory pressure, and updates that aren't working as they should, all at the same time. That's a lot to handle. It's really a ton if you think about it. And on top of all this, there's also the issue of the ADU, which is another key piece of the puzzle. But, let's take things one step at a time.

[00:05:21]ADU stands for unified and homologated engine updates, and it's the FIA's tool to level out engine performance and make everything uniform. Here's how it works.

[00:05:30]If your engine falls within a 2% tolerance compared to the benchmark, you don't get anything. But, if you exceed a 4% gap, you get access to an extra 1 and 1/2 million euros in development budget.

[00:05:41]The gray area between 2% and 4% is where the real political game happens. The ADU results will be announced within 2 weeks after the Canadian Grand Prix, which takes place between May 22nd and 24th, so the decisions will come right around the time of the Monaco Grand Prix. The timing is strategic because it allows teams to plan their upgrades with regulatory certainty for the rest of the season.

[00:06:04]And here Ferrari is making a tough calculation. If the engine is lagging behind by more than 4%, you get 1 and 1/2 million.

[00:06:11]If it's competitive enough under 2%, you get nothing and everything is at stake in between. But be careful because the FIA has issued an official clarification that significantly tempers expectations for this tool.

[00:06:24]Looking at the data, the federation has specified that the ADU is not a balance of performance. It's not a general competitive balancing system.

[00:06:34]It's a very specific homogenization mechanism based on metrics from the thermal engine of the IC, meaning the internal combustion engine itself, not the power unit as a whole. And what's more, and this is the real news, each team can only update one technical component at a time, just one. In other words, you can't do a massive upgrade that makes your car more competitive and gives you an extra boost. You have to choose. Either you improve the turbo or the compressor or the thermal management, one thing at a time. In my opinion, this completely changes how the ADU is perceived. People thought it was a lifeline for those who are behind, but instead it's just a bandage on an open wound. It slows down development and basically favors those who are already ahead because if Mercedes or Red Bull are already competitive, they don't need to change anything. While Ferrari, even if they get the extra 1 and 1/2 million and additional engine test bench hours, can only work on one part of the time.

[00:07:29]And this is a problem because it means that catching up is much slower than it seemed.

[00:07:34]This is how I see it. The FIA has created a tool that on paper looks like a leveler, but in reality it keeps the current status quo. And Ferrari, which needs to catch up quickly, finds itself with its hands tied. One spot at a time is very hard to make up, especially for a team like Ferrari that finds itself behind Mercedes.

[00:07:53]And pay attention also to Jolyon Palmer's words, who said that if Ferrari were to have a car capable of fighting for the title, watch out because according to Palmer, Vasseur wouldn't be able to manage the two drivers, meaning Hamilton and Leclerc, who are, well, two roosters in the same hen house and would end up clashing with each other.

[00:08:11]Hamilton, with his seven world titles, and Leclerc, who right now is, if you will, the rising star. Even though he's been in Formula 1 for quite a few years now, but he's the young driver Ferrari is counting on to win upcoming races and potentially future titles. He's also the driver who's been showing better performance on track. Data in hand, starting from last year, the comparison between Leclerc and Hamilton actually favors the Monegasque. So, according to Palmer, Vasseur would struggle to handle a situation like this because on one side, you have a driver with many titles behind him who wants the team on his side, and on the other, you have a driver who hasn't won as much as Hamilton, but is proving to be fast. So, whose side do you take? Vasseur is friends with both and has a good, close relationship with both drivers. Hamilton himself brought him to Ferrari, and Vasseur grew up with Leclerc. He brought him first to Alfa Romeo, and then he arrived at Ferrari. In short, they have a friendship that has lasted for years.

[00:09:08]So, all in all, it's a tough situation to manage. According to Palmer, Vasseur wouldn't be able to, uh, give the right direction and manage an internal situation if the two drivers were fighting for the championship. In my opinion, no. Vasseur would actually be able to handle the pressure of having two drivers fighting for the championship. But historically, we know that Ferrari struggles to manage its drivers internally, especially when they're up against each other. For example, I remember the clash between Leclerc and Vettel. So, we'll see. If Ferrari ends up with a car fighting for the title, how both Ferrari and Vasseur will handle it. And here, I want to add a personal thought because in my opinion, Palmer's being a bit too pessimistic. Vasseur isn't Toto Wolff.

[00:09:49]He doesn't have that long-standing experience managing two champions fighting each other, but it's also true that Toto Wolff wasn't Toto Wolff before he managed Hamilton and Rosberg, for example. You become that kind of team principal out on the field. And so far, Vasseur has shown an ability to keep the team together that's better than people give him credit for. That said, the problem does exist. If the Ferrari SF26 is truly competitive, the real test for Vasseur won't be technical, but political. And Palmer is right about one thing. Ferrari can't afford to self-sabotage politically before even losing on the track.

[00:10:23]And speaking of those who have been named favorites, there's also Bernie Ecclestone's statement, which is a really tough pill to swallow for us Ferrari fans. Bernie says that the 2026 champion will be either Verstappen or Antonelli.

[00:10:35]You heard that, right? Verstappen and Antonelli. Not Hamilton, not Leclerc.

[00:10:39]Ferrari isn't even considered in the title fight by someone who shaped Formula 1 for 40 years. And in my opinion, regardless of who Ecclestone is today, the message is clear. Anyone who knows this sport sees the Ferrari SF26 as a car that's not championship material, at least in the short term, and sees Mercedes as the up-and-coming team with Antonelli, who's the new name to watch in the big conversations, and sees Verstappen as someone who can always come back. He proved that to us last year, too. It's a verdict that stings because it leaves Maranello out of the conversation that matters, and it does so just as Ferrari is trying to build something new.

[00:11:16]But it's also the kind of verdict that, if you're Ferrari, should give you energy. When Bernie counts you out, you have one more reason to prove him wrong.

[00:11:24]At the same time, while Ferrari's fighting these internal and regulatory battles, McLaren is doing what it's been doing for 2 years now, consolidating.

[00:11:32]News just broke about a multi-year agreement between McLaren and Intel, the tech giant that's returning to the paddock after years away. And it's not just a simple commercial deal. In fact, it's an agreement that includes technical support for the power units and data management. Intel will have access to telemetry and could potentially bring expertise in artificial intelligence and machine learning to optimize the car. Do you understand what that means? It means McLaren is building a development infrastructure comparable to Ferrari and Mercedes with fresh external resources.

[00:12:04]This is the first major tech sponsor for Woking since Zak Brown's return. And in my opinion, this is a huge sign of where McLaren is heading. Because for Ferrari, it's an indirect threat. Maranello has to rely on its own facilities, internal partnerships, and its own engineering.

[00:12:19]McLaren, on the other hand, is bringing in talent and technology from outside, and they're doing it smartly. And this is a structural problem, not just a one-off issue. And finally, I want to share some very important news with you.

[00:12:31]In fact, we know that Max Verstappen is going to race in the 24 Hours of Nürburgring. And if he wins it, which is his stated goal, he would be only the second driver in Formula 1 history, after Niki Lauda, to win both a Formula 1 title and the 24 Hours of Nürburgring.

[00:12:47]So, while we focus so much on discussions in Formula 1, on the other hand, we have four-time world champion Max Verstappen, who is increasingly looking beyond Formula 1, considering other motorsport categories.

[00:12:59]And this makes it even more likely that his attention will gradually shift away from Formula 1 as he thinks more and more about retirement. Let me know your thoughts on all the topics we covered in the video. As always, I remind you to like, subscribe, and turn on notifications so you don't miss any videos about Formula 1 or Ferrari.

[00:13:17]That's all from us. So, see you in the next video.