Haas has unveiled the render of the VF-26, which will be powered by Ferrari. In Formula 1 2026, beyond the power unit, there will be several other elements that the two teams will share. One clear example is the rear push-rod suspension, which will, in all likelihood, be the same layout chosen by the Scuderia for the Ferrari SF-26. This solution is designed to favour the management of airflow towards the rear of the car, with the aim of reducing overall packaging constraints and optimising the aerodynamic efficiency of the car.
The new Haas confirms the push-rod on the Ferrari SF-26
Ayao Komatsu, engineer and team principal leading the American project, has confirmed that the new single-seater shown in the images is by no means the final version, stating that “the car that will run on track in Barcelona will not be the one that races in Australia”. The team, moreover, had already arrived at Montmeló last Sunday. This suggests that a private shakedown could also take place, although there are currently no official confirmations.
Beyond that, there is some very interesting information that can be extracted from the presentation of a team that, as we know well, has been closely connected to the Maranello outfit for a long time now. A collaboration that goes far beyond the simple supply of power units, as it also includes data sharing and the procurement of several additional components such as the transmission and the suspension layout.
And it is precisely on this last element that we can draw our first conclusions. In addition to the turbo-hybrid V6 power unit, which includes the internal combustion engine, the hybrid system with the battery pack and the new, powerful MGU-K for F1 2026, it should be considered that the gearbox and its casing will also be the same. This scenario leads us to believe that the VF-26 suspension should be very similar to that of Ferrari.
This is a compression-type layout that we can begin to analyse through a preliminary assessment while waiting for further images. First of all, we can see an upper wishbone with a strong inclination towards the front of the car. This indicates that the anti-lift effect generated is very pronounced. Although the lower wishbone is not clearly visible in the images, it appears that the mounting point of the first arm is positioned quite far forward.
The objective is to clean up the airflow in this area and, as a consequence, to limit as much as possible the aerodynamic blockage that the various links can create for the airflow moving towards the region above the diffuser. This requires narrowing the lower bodywork section as much as possible. The push-rod itself does not appear to be particularly inclined, with the aim of reducing its transverse packaging footprint.
Haas VF-26: Ferrari-style sidepods with large undercut bathtubs are wide and not final
The aerodynamic bodywork is certainly interesting, although, as previously mentioned, it should be profoundly different from the definitive version. For this reason, at least for now, drawing comparisons with Ferrari by thinking about the F1-75 is not particularly relevant. It could simply be a visual cue aimed at other teams. If that turns out not to be the case, we will analyse this solution in detail, explaining how it is intended to work within the 2026 regulations.
Another interesting aspect concerns the positioning of the actuator for the movable flaps on the front wing. This component appears to be located underneath the nose, a placement that other teams may also have chosen. It remains to be seen whether this can be considered a standard solution or if alternative concepts will emerge. There is also another topic to consider, namely the bargeboards in the central area of the car.
By exploiting the section allowed by the regulations, we can observe one vertical vane and two horizontal elements. In this area of the cars, we are likely to see a variety of different solutions at the start of the season, until convergence occurs towards the most effective concept. The VF-26 sidepods are quite bulky in the lower section, where the undercut is not particularly pronounced, but, as Komatsu himself has stated, the render hides the real shapes of the car.
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