The first Ferrari designed under the technical leadership of Loïc Serra is expected to introduce significant innovation, particularly in the mechanical area, where the focus is on placing the tire operating window at the center of the entire project. The 2026 car could therefore see the introduction of a system resembling active suspension. Below are the details and how it is expected to work.
We have already discussed how Ferrari is determined to return to fighting for victories in 2026 by pushing development to the maximum. Loic Serra himself stated that he tested as many as 50 different front wing concepts. A similar level of innovation will be applied to the mechanical side, an area where the Technical Director has consistently made the difference by translating driver feedback and sensations into concrete engineering solutions.
Pirelli tires will be at the heart of the project, as the Maranello team aims to understand them in depth and exploit their full potential. Fred Vasseur revealed that during the Barcelona tests, scheduled for January 26–30 following the car’s presentation on January 23, Ferrari will run a Spec A version of the single-seater, while numerous updates are expected to arrive during the second test session in Bahrain. A particularly interesting detail has now emerged regarding the new suspension system of the 678.
Ferrari studies controlled suspension flexing
According to exclusive reports from FUnoAnalisiTecnica, indications coming from Maranello concern the flexibility of the front suspension. Typically, the front-end mechanics must feature a very high level of stiffness to provide aerodynamic stability through all phases of cornering. At the same time, the suspension must limit movements of the floor.
The flexing of suspension arms is permitted under Formula 1 regulations, but checks are carried out exclusively under static conditions, not when the car is running. This is also reflected in the 2026 regulations: if a component passes static tests, the solution is considered legal. The flexibility, in this case, is achieved through a careful study of the “carbon fiber layup stratification.”
As a result, the suspension arm passes all FIA checks while still allowing deformation once load is applied on track. Ferrari’s objective is to enable a “controlled flexing of the first link of the upper wishbone.” This intervention targets the broader area of overall suspension stiffness. Creating such a system while the car is running is extremely complex, as every component must function efficiently and remain within regulatory limits.
But why is the Maranello technical team so focused on mechanical flexing? The goal is to generate a camber recovery dynamic at specific speeds. Controlling these parameters allows the suspension behavior to be modulated according to tire compound performance, increasing grip and stability in certain phases. Achieving the correct camber angle represents a delicate balance between multiple objectives, each serving different purposes.
Precision is essential, as every element affects the performance of Ferrari’s new creation. According to the Italian source, Ferrari has developed a clearly defined plan. Fred Vasseur’s team believes that this area could represent the difference between a good car and a truly competitive one. Exploiting tire potential is the key focus in Maranello.
It is also worth recalling that the 678 will see the return of a double push-rod layout, both at the front and rear—a solution not seen at Ferrari since 2010. Loic Serra is setting the direction to push the limits of the regulations. Ultimately, however, the only judge will be the track.
In-season development of the project will be overseen by Frank Sanchez. We will see how things unfold, without forgetting the still-open case of the Mercedes 2026 engine.
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