Bernie Collins has welcomed the fact that Haas have already replicated Ferrari’s innovative exhaust flap after observing the upgrade at the 2026 Chinese Grand Prix. The Formula 1 circus has quickly moved on from the opening round of the season in Melbourne to Shanghai this weekend, bringing with it renewed focus on technical developments across the grid. Haas started the season strongly, with Oliver Bearman emerging as the best of the rest in P7 at the Australian Grand Prix, signaling that the VF-26 is capable of competing near the midfield front.
Ferrari also enjoyed a strong start to the 2026 campaign at Albert Park, with Charles Leclerc finishing P3 ahead of his teammate Lewis Hamilton in fourth. Leclerc had even challenged for the lead during the race before the team opted against emulating Mercedes’ strategy of pitting under the virtual safety car. Attention had already been drawn to the rear of the Ferrari SF-26 during pre-season testing in Bahrain, where the team unveiled their distinctive exhaust flap, designed to improve aerodynamics and energy efficiency. Now, Collins has observed that Haas have introduced a very similar device on the rear of their VF-26 at the Chinese Grand Prix.
Collins noted that seeing Haas adopt Ferrari’s exhaust flap is a positive development. Ferrari had required special approval from the FIA to run their flap during the second pre-season test in Bahrain, but the part was sanctioned after the team engineered the rear crash structure to accommodate a small plate covering the lower half of the SF-26’s exhaust. While some had expected rival teams to face challenges in replicating Ferrari’s design, given that Maranello had positioned the differential as far back as possible to keep the plate within the 60mm limit, Haas—being a Ferrari engine customer—have successfully mirrored the innovation.
Collins told Sky Sports F1 that Haas have clearly been monitoring Ferrari’s developments closely. He explained that in the paddock, teams routinely observe one another, and the Haas VF-26 now features a rear winglet positioned on the rear crash structure behind the exhaust. While the Haas flap is slightly smaller than Ferrari’s, it occupies a very similar location and appears intended to deliver comparable aerodynamic benefits. Collins emphasized that it is encouraging to see teams already testing such upgrades just two races into the season, demonstrating the rapid pace of development in Formula 1 and the eagerness to implement performance improvements immediately.
The exhaust flap, now present on both Ferrari and Haas cars, serves a clear aerodynamic purpose. By covering the lower half of the exhaust, the small plate helps optimise the efficiency of the rear diffuser and rear wing, improving airflow and downforce at the back of the car. Early pre-season testing suggested that Ferrari’s flap also contributed to improved tyre wear, providing a tangible performance advantage over the course of a race weekend. Some rival aerodynamic designers have noted that while the flap enhances diffuser efficiency, it can slightly compromise the rear wing due to the upwash created, though the net gain remains positive. Collins compared the function of the flap to previous “monkey seat” designs, explaining that it is essentially a method of directing exhaust gases to generate additional downforce over the rear of the car.
Collins elaborated that the flap works by channeling exhaust gases to promote aerodynamic grip, similar in concept to the monkey seats previously mounted further back on the rear wing, near the rear wing pillars. By leveraging the exhaust flow, teams can extract a modest but meaningful increase in rear downforce, enhancing stability and cornering performance. According to Collins, this adaptation demonstrates how innovative aerodynamic solutions continue to evolve in Formula 1, with Ferrari setting a trend that Haas have promptly followed in Shanghai.
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