Monte Carlo has always been one of the most unique stops on the Formula 1 calendar, and this year is proving no different. The FIA has banned the use of movable aerodynamic elements for safety reasons, but as is often the case in Formula 1, the teams have turned a limitation into an opportunity.
Mercedes, McLaren and Red Bull have used the actuators of their movable rear-wing elements as mounting points for additional flap cascades, searching for the extra downforce that is always valuable around the streets of Monaco.
The clever solution
The extremely high top speeds of the new-generation Formula 1 cars raised serious safety concerns on the narrow streets of the Principality. In response, the FIA introduced a two-part countermeasure: reducing electric power deployment from 200 km/h onwards and completely prohibiting the opening of the movable wing elements throughout the Monaco weekend.
However, teams have retained all of the electrical and hydraulic components associated with the active aerodynamic systems, including the actuators. Engineers quickly found a new purpose for these now-unused parts.
Mercedes, McLaren and Red Bull have all fitted additional flap elements onto the actuators of their movable rear wings, creating extra downforce without interfering with the wing mechanisms that will remain permanently closed in Monte Carlo.
Mercedes has developed the most sophisticated interpretation of the concept, incorporating no fewer than four cascaded wing elements. Red Bull has opted for a simpler arrangement featuring two elements, complete with dedicated endplates and a Gurney flap.
Ferrari, by contrast, has not introduced anything similar. The SF-26, nicknamed “Macarena” within the paddock, does not feature the central actuator layout used by its rivals, making such a solution impossible to implement.
Maximum attack mode in Monaco
The additional rear-wing flaps seen on the Mercedes, McLaren and Red Bull cars perfectly illustrate the approach teams are taking into this Monaco Grand Prix. Every effort is being focused on generating the highest possible levels of aerodynamic load.
The current generation of cars produces less downforce than their ground-effect predecessors, to the point that simulations suggest lap times could actually be slower than those recorded in 2025. As a result, engineers are looking for every possible aerodynamic gain around a circuit where grip and cornering performance are far more important than outright speed.
There are also fewer concerns than usual regarding drag, fuel consumption and energy management. For the first time, teams are not expecting the battery to be completely depleted along Monaco’s straights, allowing drivers to push harder throughout the lap without constantly managing electrical energy reserves.
The main area of concern remains the turbocharger. Maintaining turbo pressure at all times will be crucial to avoid losing power from the internal combustion engine, especially through Monaco’s many low-speed corners and acceleration zones.
In this respect, Ferrari’s power unit has shown fewer weaknesses than several of its rivals, demonstrating an ability to keep the turbo operating efficiently under these demanding conditions. It is one of the key reasons why many observers are currently tipping the Ferrari SF-26 as the car to beat on the streets of Monaco this weekend.
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