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Every F1 Team’s SECRET Upgrades For The 2026 Belgian Grand Prix

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Overview: Spa’s drag and deployment zones for 2026

Spa-Francorchamps is typically a low-downforce track with limited car changes. For the 2026 Belgian Grand Prix, however, major aerodynamic decisions are expected because of Formula 1’s new active aerodynamics system.

The FIA has confirmed five straight-line mode zones for the weekend—the most since early-season Australia. These include a key deployment window on the run from La Source to Eau Rouge, where drivers can open their wings and then close them again before the climb through Raidillon.

Why Pouhon has no straight-line mode

Notably, no straight-line mode zone has been placed through Pouhon. FIA assessments judged the combination of corner speed and downforce demand to be too risky for reduced-drag operation.

The central story: Red Bull abandons its rotating rear wing (“Macarena-style”)

Red Bull has decided to stop using its rotating rear wing, returning both Max Verstappen and teammate Isaac Hadjar to a conventional design for Spa.

The change follows two high-speed failures:

  • Austria: a qualifying crash after the rear wing failed to return correctly, leaving Verstappen starting fifth instead of fighting for pole.
  • Silverstone: a second failure where Verstappen spun into gravel at Stowe while running third.

Verstappen and Hadjar’s assessment

  • Verstappen said the issue came from the rear wing not fully attaching during cornering, causing a major downforce loss and a spin-off—highlighting the danger.
  • Hadjar agreed the problem could have affected anyone and might recur.

FIA scrutiny increases

Following the failures, FIA attention on rotating-wing designs has grown—especially those from Red Bull and Ferrari. Ferrari’s system is reported to have operated without failure since its introduction.

Ferrari’s response: “Macarena EVO” and top-speed optimization

Rather than abandoning the concept, Ferrari is preparing an evolution called “Macarena EVO” for Spa.

Note: reporting on timing differs. Some suggest it will be Spa-specific, while others indicate it could resemble Silverstone’s setup and potentially debut at Monza.

Expected performance upside

Italian estimates suggest the revised rear wing could raise SF-20 SixS maximum speed by ~11 km/h under the right conditions.

Removal of the FTM flick tail mode

Ferrari is also expected to remove the FTM flick tail mode—an exhaust-related device pioneered in Bahrain preseason testing.

  • Blocking the lower exhaust exit is estimated to cost roughly 7 horsepower.
  • Despite that, Ferrari technical director Loïc Serra is reportedly willing to sacrifice the loss to regain straight-line speed on Spa’s long, full-throttle sections.

The FTM system is still set to be banned for 2027, regardless of this weekend’s configuration.

McLaren’s “McMarena” development and other wing updates

McLaren is developing its own rotating-wing concept, nicknamed “McMarena.”

  • The team planned to trial it on Lando Norris during Austrian practice, but aborted because the experimental component needed more development.
  • Norris emphasized the need to “iron it out.”

Public debut is expected either at Belgium or possibly Hungary, though neither is officially confirmed.

Additional unrelated rear-wing change

McLaren has also brought a new rear wing assembly to Spa that is not related to the rotating-flap concept.

Mid- and back-of-grid specification shifts

A few teams are also making notable wing specification adjustments:

  • Haas: reverted to a less developed rear wing specification rather than continuing what it used at Silverstone.
  • Audi: made a similar back-to-basics reversion in its rear wing approach for the weekend.

Alpine and Audi’s rotation differences

Alpine appears to keep its overall rear wing operation largely unchanged, with only a minor observed difference in plane size (reported as an observation rather than a confirmed specification).

Alpine and Audi differ in how they rotate their rear wing:

  • Instead of the more common approach where the leading edge stays with the trailing edge fixed, they handle the rotation point differently.
  • Alpine is described as having the trailing edge collapse while the leading edge stays fixed.

Front-wing focus and broader aerodynamic trends

Front-wing development is also part of the story:

  • Haas: added cutouts on the top plane of its front wing to reduce downforce outside straight-line mode.
  • A broader trend is emerging: Venturi-style outwash streaks beneath the front wing across multiple cars, including Mercedes and Ferrari—suggesting a shared direction rather than a single-team innovation.
  • Mercedes: introduced a new front wing at Spa featuring:
    • an extended dive plane
    • a single-piece end plate rather than a split design
    • a more rectangular overall shape The exact dimensions weren’t independently verified beyond one source, so they’re treated cautiously.

Bigger picture: contrasting philosophies under active aerodynamics

With five straight-line mode zones, aerodynamic choices are described as carrying more weight here than at most circuits (outside Australia).

The weekend’s wing decisions are framed as a contrast in philosophies:

  • Red Bull: prioritizing reliability by stepping back from its rotating wing.
  • Ferrari: continuing to push forward with an evolving version of the same concept—though uncertainty remains about whether it fully arrives at Spa or waits for Monza.

Presenters / Contributors

No individual presenter/host is named in the provided subtitles. The video references these contributors and officials:

  • Max Verstappen
  • Isaac Hadjar
  • Laurent Mekies (Red Bull team principal)
  • Loïc Serra (Ferrari technical director)
  • Neil Holdy (McLaren technical director of engineering)
  • Dino Beganovic (mentioned as filling in under the rookie rule)

Original video