Ferrari used the Formula 1 filming day to evaluate the first batch of technical developments on the SF-26 ahead of the Miami Grand Prix weekend. As is often the case with these promotional running days, the mileage is limited and tightly controlled, but it still provides a valuable opportunity for teams to validate early aerodynamic and mechanical updates in a real track environment without the pressure of competitive running. In this case, attention has been placed on adjustments to the front suspension kinematics aimed at recalibrating the anti-dive behaviour of the car, as well as on refinements to the floor region intended to improve diffuser vortex performance and overall aerodynamic efficiency. These are targeted, highly specific developments, and they may also include a potential aerodynamic revision of the FTM exhaust-related system, which has been under internal review.
Ferrari SF-26 front suspension: revised kinematics and anti-dive management
The front suspension of the Ferrari SF-26 has undergone updates that, while appearing visually subtle at first glance, carry significant technical importance when analysed from an engineering perspective. In modern Formula 1 design, even minor adjustments to suspension pickup points can have a meaningful influence on the dynamic behaviour of the car under braking, acceleration, and load transfer phases.
In this specific case, Ferrari engineers based in Maranello have worked on the positioning of the second arm of the upper wishbone assembly. This component plays a key role in defining suspension geometry, particularly in how the car reacts under heavy braking. The mounting point on the chassis has been moved forward, while maintaining almost the same vertical height, meaning that the change is primarily geometric in the longitudinal direction rather than vertical.
Although this may appear to be a small adjustment, it directly affects the kinematic behaviour of the suspension system and therefore modifies the anti-dive characteristics of the car. Anti-dive refers to the suspension’s resistance to compressing at the front during braking events, when weight is transferred forward due to deceleration forces. By altering the position of a single suspension link, engineers are effectively changing the instantaneous pitch centre of the car, which is a theoretical point around which the chassis rotates under longitudinal load transfer.
The position of this pitch centre, in relation to the car’s centre of mass, determines how much anti-dive effect is generated. A higher or more forward pitch centre can increase resistance to front-end compression, while a different configuration can make the car more compliant but potentially less stable under braking. The balance between these characteristics is extremely delicate and is typically tuned according to aerodynamic requirements, tyre management strategy, and circuit-specific demands.
Based on the currently available images from the filming day, which naturally limit the depth of precise technical interpretation, the intention behind this update appears to suggest a possible forward repositioning of the pitch centre. This would align with a broader objective of improving platform stability, especially during heavy braking phases where aerodynamic consistency is crucial for maintaining downforce levels.
This type of mechanical refinement is rarely isolated in Formula 1 development. Instead, it is closely interconnected with aerodynamic performance targets. A more stable platform allows the aerodynamic surfaces, particularly the floor and diffuser, to operate within a narrower and more predictable ride height window, which is essential for maintaining consistent downforce generation.
Even though Formula 1 teams continue to operate with relatively high levels of anti-dive in modern ground-effect cars, following technical concepts that have been carried over and refined from the previous season, the sensitivity of the floor has gradually evolved. The underbody is still extremely important, but it is no longer the sole dominant factor in overall performance extraction as it was in earlier phases of the current technical regulations cycle.
This gradual reduction in absolute floor sensitivity, combined with slightly more forgiving behaviour in terms of ride height control, may allow the Ferrari engineers and technicians to explore more varied suspension geometries. As a result, new interpretations of suspension kinematics could emerge, with the goal of improving both mechanical grip and aerodynamic stability without compromising tyre performance over long stints.
Ferrari SF-26 diffuser: updates observed during Monza filming day
During the recent filming day held at the Monza circuit, which took place in controlled conditions with limited performance running, some interesting visual modifications were observed in the diffuser region of the SF-26. It is important to underline that filming day imagery is not always sufficient to draw fully definitive conclusions, and clearer technical confirmation will only be possible once the car runs in a competitive session, like the upcoming Miami Grand Prix weekend.
However, even with these limitations, it is already possible to outline some preliminary technical observations. It appears that Ferrari’s aerodynamic department has focused its work primarily on the vertical aerodynamic elements located within the floor volume. These components, often referred to as strakes or fences, play a crucial role in managing airflow structures beneath the car.
Some targeted modifications to the shape and profile of these vertical appendages can be identified. While these changes may appear minimal in isolation, they are highly significant in aerodynamic terms because they directly influence the formation and direction of vortices generated under the floor. These vortices are essential for sealing the floor edges and maintaining low-pressure regions that contribute to downforce production.
The primary objective of such refinements is typically to optimise the strength, stability, and trajectory of these vortex structures. By doing so, Ferrari aims to improve the efficiency of airflow extraction from beneath the car, which in turn enhances the performance of the diffuser. A more effective diffuser increases the pressure differential between the upper and lower surfaces of the floor, resulting in higher overall downforce without necessarily increasing drag.
The curvature and orientation of these aerodynamic elements are carefully engineered to guide airflow toward strategically important areas of the car. One of the most critical zones is the region located behind the rear tyres, where airflow tends to become highly turbulent and pressure levels are naturally very low. Managing this area effectively is essential for reducing aerodynamic losses and improving rear-end stability.
Ultimately, the goal remains consistent with broader Formula 1 aerodynamic philosophy: maximise underfloor extraction efficiency, maintain stable vortex structures, and convert airflow energy into usable downforce while keeping drag under control.
Ferrari and potential revision of the FTM exhaust system
In addition to the suspension and floor-related updates, some visual indicators from the filming day suggest a possible reduction in the aerodynamic influence of the appendage located at the exhaust exit area, commonly referred to as the FTM system. This component has been part of the broader aerodynamic concept and is designed by the Ferrari engineers to interact with exhaust flow to contribute to localised downforce generation.
However, as with many aerodynamic solutions in Formula 1, this system operates within a delicate balance between benefits and drawbacks. While it can generate useful aerodynamic load by energising airflow in specific regions of the car, it can also introduce undesirable side effects under certain conditions.
One of the main concerns associated with this type of solution is the increase in aerodynamic drag, particularly on straight-line sections of a circuit. During these phases, when exhaust gases are expelled with maximum energy, the interaction between the exhaust flow and surrounding bodywork can create additional resistance to forward motion. This drag penalty can negatively impact top speed and overall efficiency, especially on power-sensitive circuits or long straights.
For this reason, it is possible that Ferrari has been evaluating a revised configuration of the FTM system, aiming to preserve some of its aerodynamic benefits while reducing its drag contribution. If confirmed, such an adjustment would represent a logical evolution of the concept, aligning with the team’s ongoing efforts to optimise efficiency across different performance areas of the SF-26 package.
As always in Formula 1 development cycles, the true effectiveness of these updates will only become fully clear once the car is run in representative conditions during a race weekend. The Miami Grand Prix will therefore be an important reference point for understanding how these mechanical and aerodynamic refinements interact in real competitive scenarios.
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