法拉利将在美国大奖赛推出2026赛季最大升级
法拉利计划在美国大奖赛推出2026赛季第四套、也是规模最大的空气动力学升级包，涉及底板、侧箱和上部车身。
法拉利正准备在美国大奖赛推出其2026年F1赛季的第四套、也是最重要的一套空气动力学升级包。
奥斯汀的这套升级是SF-26计划中最后一次如此规模的开发包，而马拉内罗的注意力如今已基本转向明年赛车的开发——由于规则限制和根本性的空气动力学选择，那辆车将完全不同。
美洲赛道的更新将涉及赛车多个区域，包括对底板、侧箱和上部车身的修改。
据我们的信息，与一些主要竞争对手不同，法拉利决定不彻底改变其侧箱的空气动力学概念。
迈凯伦和梅赛德斯，尤其是后者，最近通过最新升级对其概念进行了重大改变，大幅修改了侧箱的形状以及气流沿侧箱流动的方式。两支车队似乎都没有立即在赛道上实现其在风洞和CFD模拟中看到的效果。
另一方面，法拉利更倾向于与SF-26当前架构保持更大的连续性。
据了解，法拉利主要致力于优化其现有解决方案，而没有对车身进行根本性改变。据信主要目标是降低阻力，因为SF-26在这方面仍有些吃力。（法拉利动力较弱的引擎对此也没有帮助。）
因此，车队更倾向于采用侵入性较小的解决方案，力求最大化当前设计的潜力，同时权衡性能提升与实现这些提升所需的资源。
新车身将伴随冷却百叶窗的修改，使热空气排出适应新的侧箱几何形状。进一步的冷却配置计划在接下来的墨西哥大奖赛上使用，届时法拉利预计将引入更大的开口，以应对高海拔带来的特别严苛条件。
这并不意味着法拉利没有考虑过更激进的替代方案。
在开发过程中，风洞中进行了大量迭代，探索不同的几何形状和车身概念，同时也考虑到了2027年项目的空气动力学选择。
在马拉内罗本赛季分析的解决方案中，包括红牛引入的侧箱设计，其特点是对有关底板车身支撑件的法规做出了有趣的解读。
在小红牛22上，以及从巴库站起在奥迪赛车上，连接底板与车身结构的支撑件也被用于空气动力学目的。通过支撑件与侧箱表面之间的圆角过渡，红牛成功塑造出特别激进的几何形状，因为现行规则允许20毫米的圆角半径。这有助于重现所谓的“水滑梯”通道，即引导气流流向赛车尾部的通道。
这一方案让一个主要承担结构功能的部件也能影响车身的形状和空气动力学表现。
法拉利仔细研究并评估了这一概念，但决定不将很大一部分资源投入到对SF-26侧箱如此大幅度的改造上。
这一决定主要是研发优先级的问题。
对侧箱理念进行大幅改动，本需要与空气动力学平台的其他部分（尤其是底板）进行整合工作，而且在剩余不多的比赛中无法确定能获得足够显著的优势。
因此，在马拉内罗，偏好是将精力集中在另一个仍被认为最具性能潜力的领域：底板。
至于新底板，改动不会局限于单一区域，而是将涉及对整个系统更广泛的修订，从前部一直到扩散器。
继续在这一部件上投入的决定，也与在赞德沃特引入的上一套套件所取得的结果有关。
这一开发成果被带到荷兰，是因为法拉利未能在短期内找到特别显著的改进机会，促使车队继续研究底板几何形状，以寻求专门为奥斯汀站带来更大幅度的提升。
SF-26在整个赛季中展现出了良好的基础设计，但工程师们仍在继续寻求提升赛车底部所产生的性能。
奥斯汀的新底板不仅旨在增加下压力，还旨在解决空气动力学平衡问题——目前平衡仍过于偏向前部——并拓宽工作窗口，正如红牛在一定程度上做到的那样。
美国大奖赛将是法拉利推出如此重要空气动力学套件的最后一场比赛。奥斯汀站之后，SF-26的开发将主要限于针对特定赛道的适配。
法拉利还利用多次风洞迭代探索了2027年的不同设计方向，届时新车将采用与SF-26相比有显著不同的空气动力学方案。
尽管如此，未来的法拉利仍将与当前项目保留一些延续性元素，尤其是在底盘方面——底盘一直是2026年赛车最令人信服的部分之一，同时2027年动力单元的工作也在并行推进。
奥斯汀还将提供一个机会，用来验证开发工具所得结果与赛车在赛道上的表现之间的相关性。
英文原文
Ferrari is preparing to introduce what will be its fourth and most significant aerodynamic upgrade package of the 2026 Formula 1 season at the United States Grand Prix.
The Austin upgrade is the final development package of this scale planned for the SF-26, while attention at Maranello has now largely shifted towards the development of next year's car, which will be completely different, both due to regulatory restrictions and fundamental aerodynamic choices.
The updates at the Circuit of the Americas will affect several areas of the car, with modifications to the floor, sidepods and upper bodywork.
Unlike some of its main rivals, according to our information, Ferrari has decided not to radically change the aerodynamic concept of its sidepods.
McLaren and Mercedes, the latter in particular, have recently made significant changes to their concepts with their latest upgrades, substantially modifying the shapes and the way airflow travels along the sidepods. Neither team appears to have immediately achieved on track what it had seen in the windtunnel and CFD simulations.
Ferrari, on the other hand, has preferred to maintain greater continuity with the SF-26's current architecture.
It is understood to have worked mainly on optimising its existing solutions, without making fundamental changes to the bodywork. The main objective is believed to be reducing drag, as the SF-26 still suffers somewhat in this area. (Which is not helped by Ferrari's less-powerful engine.)
The team has therefore preferred a less invasive solution, seeking to maximise the potential of the current design while weighing up the performance gains against the resources needed to achieve them.
The new bodywork will be accompanied by modifications to the cooling louvres, adapting hot-air extraction to the new sidepod geometries. Further cooling configurations are planned for the following Mexican GP, where Ferrari is expected to introduce larger openings to cope with the particularly demanding conditions imposed by the altitude.
This does not mean that more radical alternatives have not been considered by Ferrari.
During development, numerous iterations were carried out in the windtunnel, exploring different geometries and bodywork concepts, also with the aerodynamic choices for the 2027 project in mind.
Among the solutions analysed at Maranello during the season was the sidepod design introduced by Red Bull, characterised by an interesting interpretation of the regulations concerning the floor body stays.
On the RB22, and on the Audi from Baku onwards, the structural stay connecting the floor to the bodywork is also exploited for aerodynamic purposes. Through the fillet between the stay and the sidepod surfaces, Red Bull has managed to define a particularly aggressive geometry, as the current regulations allow a fillet radius of 20mm. This has helped recreate the so-called waterslides, the channels that guide airflow towards the rear of the car.
This solution allows an element that is primarily structural to also influence the shape and aerodynamic behaviour of the bodywork.
Ferrari carefully examined and evaluated this concept, but decided not to devote a significant proportion of its resources to such a substantial transformation of the SF-26's sidepods.
The decision was mainly a matter of development priorities.
A substantial change to the sidepod philosophy would have required integration work with the rest of the aerodynamic platform, particularly the floor, without any certainty of obtaining a sufficiently significant advantage in the few remaining races.
At Maranello, the preference was therefore to concentrate efforts on another area, still considered to offer the greatest performance potential: the floor.
As for the new floor, the changes will not be limited to a single area, but will involve a more extensive revision of the entire system, from the front section through to the diffuser.
The decision to continue investing in this component is also linked to the results obtained with the previous package introduced at Zandvoort.
The development brought to the Netherlands followed Ferrari's failure to identify particularly significant opportunities for improvement in the short term, prompting the team to continue working on the floor geometry in search of a more substantial gain specifically for Austin.
The SF-26 has shown a good underlying design throughout the season, but the engineers have continued to seek an increase in the performance generated by the underside of the car.
The new Austin floor has been developed not only with the aim of increasing downforce, but also of addressing the aerodynamic balance, which is still too heavily biased towards the front, and widening the operating window, as Red Bull has somewhat managed to do.
The US GP will be the final event at which Ferrari introduces an aerodynamic package of this significance. After Austin, development of the SF-26 will be mainly limited to circuit-specific adaptations.
Ferrari has also used the numerous windtunnel iterations to explore different design directions for 2027, when the new car will feature substantially different aerodynamic solutions compared to the SF-26.
The future Ferrari will nevertheless retain some elements of continuity with the current project, particularly regarding the chassis, which has been one of the most convincing aspects of the 2026 car, while work on the 2027 power unit continues in parallel.
Austin will also provide an opportunity to verify the correlation between the results obtained from development tools and the car's behaviour on track.
The Race ·
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