Ferrari has continued developing the SF-26 at Sepang, introducing a series of small micro-aerodynamic changes while it waits for the final major update package planned for Austin. Rather than being specific adaptations for the Malaysian circuit, the modifications are intended to extract a little more performance from a package that has so far failed to deliver the improvement expected after the summer.
The Scuderia is effectively waiting for Austin. The Texas round, which follows the next Singapore Grand Prix on the 2026 Formula 1 calendar, is expected to feature the final planned batch of SF-26 upgrades for this season. Much of Ferrari’s technical department has already been working for some time on the 2027 car, limiting the scale of development still being devoted to the current project.
Ferrari SF-26 development continues despite focus shifting to 2027
Ferrari is therefore largely playing a defensive game while the other leading teams have introduced significant developments in recent races, altering the competitive picture. The Maranello team remains second in the Constructors’ Championship, but neither of its drivers has reached the podium in the past five Grands Prix.
The performance growth expected after the summer has not materialised, largely because Ferrari’s rivals have made bigger steps forward. The situation has contributed to questions over where the SF-26 currently stands against Ferrari’s main Formula 1 rivals.
In Malaysia, Ferrari is also trying to regroup after the controversy surrounding team principal Fred Vasseur. Maranello recently intervened to reaffirm its confidence in the French manager and underline the need for unity, with Ferrari publicly backing Fred Vasseur during a difficult period.
Against that backdrop, Ferrari has brought two small technical developments to Sepang. They were not conceived specifically to adapt the SF-26 to the characteristics of the circuit, but instead as part of the search for a modest overall performance gain.
Two new micro-flaps appear around the SF-26 diffuser
The FIA technical document lists only one of the changes: the addition of two micro-flaps on the outside of the rear diffuser. These are extremely small elements that extend the final profile in the cascade of aerodynamic fins which, from this season, are anchored to the outer section of the diffuser.
The objective is to generate additional aerodynamic load in an area where Ferrari can potentially gain more downforce without increasing drag too significantly. It is a fine-detail intervention rather than a major redesign, but one intended to improve the efficiency of the existing aerodynamic package.
Under the regulations, the elements positioned below the wheel axle must be attached to the diffuser wall. Those above the axle instead form part of the rear corner assembly around the brake duct.
As a result, the cascade of flaps that until last season was entirely part of the rear-wheel corner is now divided into two sections. Their behaviour and movement vary according to the loads acting on the SF-26 while it is running, meaning the airflow pattern can also be altered slightly.
Ferrari has therefore cut back one element of the rear corner slightly in a radial direction. The intention is to create cleaner airflow towards the two small flaps added lower down.
Ferrari works on detailed SF-26 micro-aerodynamics
It is the kind of almost invisible micro-aerodynamic work designed to optimise an existing package rather than transform it. Ferrari’s continuing technical development of the car can also be followed through the site’s Ferrari technical analysis coverage.
Another detail concerns the carbon cover of the BIB, the elastic element that regulates the flexing of the tea-tray. Compared with previous versions, the cover has been made smaller in an attempt to increase aerodynamic efficiency by reducing its surface area.
Perhaps the most noticeable detail, however, is the appearance of two small vortex generators, highlighted by the red arrow, which operate in a critical area of the car for airflow management.
A similar aerodynamic solution had already appeared at the rear of the SF-26 in support of the FTM system, which helps promote exhaust blowing. Ferrari’s development of the SF-26 has therefore not stopped completely. Even relatively small adjustments could help the team make better use of a package that has not produced the results originally expected.
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