Ferrari has introduced a major front wing update on the SF-26 for the Formula 1 Spanish Grand Prix, featuring the long-awaited diveplane that Lewis Hamilton had previously called for. The upgrade includes revisions to both the endplate and footplate areas, with the goal of maximizing the outwash effect and improving the management of turbulence generated by the front tyres. The Scuderia is also expected to conduct back-to-back testing during the free practice sessions to validate the data correlation of the new aerodynamic package.
Ferrari SF-26 receives the long-awaited diveplane
Lewis Hamilton had been asking for it, and now, at the Spanish Grand Prix, Ferrari has finally introduced the highly anticipated new front wing. Following the Miami Grand Prix, the seven-time Formula 1 world champion commented on several aspects of the Scuderia’s current situation. Guided by his remarks, it had already become clear that this was one of the developments the British driver was referring to.
It was already known that Ferrari planned to bring a new front wing to Barcelona, and naturally, the updated specification includes this new aerodynamic feature. The upgrade centres around a small aerodynamic appendage located on the outer face of the front wing endplate. Officially, this component is known as a diveplane.
Its primary role is to help manage tyre-squirt effects generated by the rotating front tyre, while also contributing to the generation of outwash. Both functions are crucial for improving airflow quality around the front of the car and protecting downstream aerodynamic surfaces from disruptive turbulence.
It remains unclear whether this update had always been part of Ferrari’s development roadmap or whether Lewis Hamilton’s public comments accelerated its introduction. The most likely scenario is that Ferrari had already planned to bring the component but chose to spend additional time refining its positioning and aerodynamic interaction with the rest of the wing assembly.
Developing front wings under the current regulations is an extremely complex task. Since the introduction of active aerodynamics, engineers have been forced to design components capable of working efficiently in two very different operating configurations. This challenge goes beyond the traditional distinction between high-speed and low-speed corners.
Engineers must now optimize airflow behaviour both in the low-drag straight-line mode and in the cornering configuration, where the management of airflow around the front wing changes significantly. Finding the ideal compromise between these scenarios is one of the most demanding aspects of modern Formula 1 aerodynamic design.
Ferrari SF-26 aims for improved turbulence control and a stronger outwash effect
However, Ferrari’s work extends beyond the addition of the diveplane. The team has also substantially revised the entire sidewall area of the front wing. On the footplate—the horizontal element located at the base of the vertical endplate—there are now two flow-conditioning devices.
The first vertical deflector was already present on the previous wing specification, but its geometry has been modified. The outward twist of the element has been increased, and the profile itself now sits at a different height.
The objective is clear: generate a stronger outwash effect to push turbulence created by the rotating front tyre further away from the car. Managing this airflow is essential for minimizing harmful vortices and ensuring cleaner air reaches the downstream aerodynamic surfaces and the main bodywork.
A second element has also been added to the new front wing. Positioned near the outer end of the footplate, this small component serves a similar purpose. Although its dimensions are minimal, it generates a vortex structure that complements the action of the first deflector, improving the overall efficiency of the airflow management system.
The tunnel integrated into the footplate appears unchanged, as does the overall shape of the endplate itself. The most significant gains are therefore expected to come from the revised flow-conditioning devices and the newly introduced diveplane.
As can be seen from photographs taken directly in the pit lane by journalist Albert Fabrega, both front wing specifications are currently present inside the Ferrari garage. This strongly suggests that the team has scheduled comparative back-to-back tests during the free practice sessions.
Such testing will allow Ferrari to directly compare the performance of the old and new configurations under identical track conditions, providing valuable data to confirm whether the aerodynamic gains predicted in simulation and wind tunnel testing are being reproduced on track.
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