Diego Tondi explains the major aerodynamic changes on the Ferrari SF-26. Ferrari’s aerodynamic chief Diego Tondi reveals the key changes on the SF-26.

Ferrari’s Head of Aerodynamics has detailed the significant changes introduced on the SF-26, highlighting the risks and challenges brought by the new regulations. According to Diego Tondi, understanding whether the chosen aerodynamic philosophy is correct will be a crucial part of the team’s 2026 campaign.

The Scuderia from Maranello has taken the opportunity to share with its fans the difficulties encountered in building the SF-26, particularly focusing on the extensive changes to the car’s aerodynamics. Diego Tondi, the Head of Aerodynamics, explained the approach and the philosophy behind the new design.

During the Bahrain pre-season tests, the Italian team showcased some of the most innovative aerodynamic solutions. The so-called “FTM” wing, located in front of the exhaust and around the diffuser area, offers substantial performance advantages and is not easily replicated by other teams. Additionally, the rear wing, which can rotate up to 270 degrees, requires further development and may not even be seen in action at the first race in Australia. Ferrari also shared insights into the new sporting regulations, focusing on how they influence the SF-26’s aerodynamics alongside Diego Tondi.

Tondi on the SF-26: “It’s a huge challenge and I’m excited to tackle it”

“Yes, I am fairly confident that fans will notice a difference in the car’s proportions. The SF-26 will appear more compact, with a shorter wheelbase and reduced width. The tires will also be narrower. Both the front and rear wings will be significantly different. Active aerodynamics is, as you know, one of the new features of the regulations. Drivers will perceive higher top speeds. Downforce levels will vary significantly between cornering and straight-line modes. On the straights, the front and rear wings will rotate, reducing both downforce and drag. We are moving from a three-dimensional floor with the famous Venturi tunnels to flat, prescribed surfaces,” Diego Tondi explained.

The Italian engineer also noted that after the ground-effect cars of the past, F1 is returning to a flat floor setup, which allows for a more rake-oriented suspension configuration.

Teams have had to recalibrate all parameters to ensure accurate correlation between track and simulator. Now, the challenge is to see whether the chosen approach is the right one. Several positive signals were observed during the Bahrain tests, suggesting that the SF-26 has a strong foundation. However, as Loic Serra also highlighted, ongoing development will be decisive. “The car will be less sensitive to ride height. These aerodynamic rules help cars race closer together. With the system acting on the wake generated by the car in front, we must relearn aerodynamics from scratch. We are starting anew, from a blank sheet. We need to assess how well we correlate with our simulation tools. We need to see if the philosophy we followed is correct. It’s a huge challenge, and I’m excited to tackle it.”

As the Scuderia prepares to hit the track for the first official sessions, the balance between innovation and reliability remains the ultimate goal for the Maranello engineers. The shift toward more compact dimensions and active aerodynamics marks the beginning of a new era, one where the ability to adapt to a “blank sheet” could redefine the pecking order on the grid. While the SF-26 has shown promising signs of being “born well” in early testing, the true test will be how this ambitious philosophy translates into wheel-to-wheel racing under the lights of the opening Grand Prix.