The competitive success of the Ferrari SF-26 remains to be discovered, but regardless of how competitive it will ultimately prove to be, the new Maranello project already highlights a noticeably more courageous approach. The suspension architecture is completely new, featuring layouts that are far less conservative than those that characterised Ferrari’s ground-effect cars in recent seasons. Aerodynamically, however, the SF-26 is still at a very early stage and is expected to evolve significantly over the coming weeks, starting with the sidepods.
The suspensions
The Ferrari SF-26’s calling card is its front push-rod suspension, with the Prancing Horse abandoning the pull-rod layout used in 2025. This is not an admission of failure for the previous pull-rod concept, as neither solution is inherently superior to the other. The choice instead depends on the geometries allowed by the chassis, the aerodynamic framework imposed by the new regulations, and how the suspension interacts with the chosen front-wing concept.
What does stand out is the adoption of a pronounced anti-dive geometry, achieved by offsetting the two arms of the upper wishbone both vertically and longitudinally much more than in the recent past. Even though the new-generation cars no longer need to run extremely close to the ground without full ground effect, this geometry allows better management of the airflow coming from the front of the car, directing it towards the central section of the chassis.
This represents the clearest signal of Ferrari’s new direction, highlighting a greater willingness to exploit mechanical components for aerodynamic benefit, an area where the Scuderia had long been among the most conservative teams. The same philosophy is evident in the relocation of the steering arm between the lower suspension elements, a solution inspired by McLaren’s 2025 car. This change required a redesign of the chassis to move the power steering system further rearwards.
Regardless of how effective these solutions ultimately prove to be, fans will hope this approach reflects a more open working environment, where taking risks — and even making mistakes — is accepted across all areas of the car.
At the rear, the SF-26 also abandons the 2025 pull-rod layout in favour of a push-rod suspension, which involves relocating the internal spring-damper assembly above the gearbox. Overall, there is considerable curiosity about how aggressively Ferrari will explore a nose-down setup. At Fiorano, the SF-26 ran with a relatively modest rake angle, but testing will provide opportunities to investigate alternative configurations.
Packaging
One of the most important projects on the SF-26 is the new power unit, which for now remains hidden while awaiting the first meaningful feedback from testing. From the outside, however, the engine bay layout appears clearly structured. The triangular air intake above the cockpit is relatively compact, indicating a desire to position as many radiators as possible within the sidepods rather than on top of the power unit, thereby lowering the car’s centre of gravity.
Ferrari therefore remains faithful to a philosophy it has pursued for years, despite the new hybrid system being three times more powerful and requiring approximately nine times greater cooling capacity.
This also explains the generous cooling inlets on either side of the cockpit, which retain the P-shaped design seen last season, along with a distinctive treatment of the lower vertical edge that appears to extend forward. Assisting both airflow intake and hot-air evacuation are two outlets positioned behind the cockpit, reinforcing a solution already seen on previous Ferrari cars.
Generous bodywork lines
The decision to lower the radiators as much as possible has resulted in particularly wide sidepods, which could become slimmer with the evolution package expected ahead of Melbourne. Loïc Serra himself — for whom the SF-26 is the first Ferrari designed under his technical leadership — has confirmed that the team has deliberately left room for development in terms of packaging.
Like Mercedes, Ferrari has opted to retain relatively tall sidepods, partially moving away from the aggressively downwashed sidepod concept. This time, the objective is to prioritise airflow running along the lower section of the bodywork, before channeling it towards the gearbox and diffuser area.
Turning to the engine cover, the presence of the so-called “bazookas” is immediately noticeable: cylindrical volumes that form a genuine aerodynamic ramp, drawing airflow towards the rear wing. Their presence reflects Ferrari’s intention to heavily exploit the rear of the car to evacuate hot air from the engine bay, where a large outlet is clearly visible. Above it all sits the shark fin, immediately recognisable by its serrated trailing edge designed to generate vortices that help energise the airflow.
Aerodynamic appendages
Regulations may change, but the front wing remains one of the most important aerodynamic components, as it defines the airflow structure that interacts with the rest of the car. On the SF-26, the wing features a more heavily loaded profile towards the outer sections, while Mercedes has so far adopted a more linear geometry, pointing to different aerodynamic philosophies in how airflow is directed towards the suspension.
The new Ferrari is also identifiable by its particularly wide nose pylons, behind which the actuator for the two movable front-wing elements is hidden. Another point of interest at the front of the car is the structure protecting the brake ducts, which features a sharp fin used both as a flow deflector and as an additional vortex generator.
The central section of the car is one of the key development areas for all teams, as it plays a crucial role in creating an aerodynamic structure that protects the floor. Ferrari starts with a three-element horizontal louvre system, preceded by a vertical bargeboard and anchored to the chassis via an angled bridge. From an aerodynamic standpoint, this represents a continuation of the work initiated by the suspension arms.
At the rear, attention is drawn to the opening in the side diffuser wall, which is smaller than Mercedes’ solution. This suggests a different compromise between injecting airflow to energise the diffuser and shielding it from vortices generated by the rear wheels.
Work in progress
The aerodynamic specification seen at Fiorano represents only a starting point, with Fred Vasseur already indicating back in December the intention to arrive at testing with an “A-spec” version, at a time when every single day spent in the wind tunnel can deliver significant gains. For now, the priority is work on the power unit and on optimising energy management, which is one of the key cornerstones of the new regulations. The tests will provide the first provisional feedback in a season where the competitive hierarchy could change significantly, especially during the opening months.
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