The Ferrari may not be the fastest car on the grid at the moment, but it is certainly the most closely studied machine in the Formula 1 paddock in Melbourne. The Ferrari SF-26 has attracted considerable attention from engineers and analysts thanks to several intriguing technical solutions, particularly in the rear section of the car.
Among the most interesting details observed on the Ferrari is a very unusual configuration around the exhaust area. The Maranello team appears to have created what can effectively be described as a sort of “metal cage” surrounding the exhaust outlet, a design intended to exploit the extremely hot gases produced by the power unit and channel them in a way that improves aerodynamic performance.
The system is part of the continuously evolving FTM (Flick Tail Mode) concept, which Ferrari engineers are refining with the aim of extracting the maximum possible aerodynamic advantage from the exhaust flow. The version of the car running in Melbourne largely reflects the configuration already seen during the second Bahrain test session, but with some additional refinements introduced around the diffuser area.
Compared to the Ferrari that concluded the second round of testing at the Bahrain International Circuit, the Scuderia has introduced a small modification on the outer edge of the diffuser. At the same time, Ferrari has decided not to use the so-called “Macarena” rear wing, exactly as previously anticipated.
The reverse-flap solution, which had already undergone positive evaluations even during extended stress testing cycles, was never intended for the opening race of the Formula 1 season. The plan within the Maranello technical department, led by Loic Serra, was instead to gather as much data as possible from the configuration that had already shown promising performance in Sakhir.
That particular configuration relies heavily on the blown exhaust effect created through the FTM profile. The purpose of this aerodynamic element is to redirect the hot exhaust gases in a very precise manner so that they can contribute to two different aerodynamic objectives simultaneously.
First, the redirected exhaust flow helps improve the extraction of airflow from the diffuser, which is a crucial component in generating downforce at the rear of the car. Second, the hot gases are used to increase the aerodynamic efficiency of the main plane of the rear wing, effectively enhancing the overall performance of the rear aerodynamic package.
The aerodynamic department led by Diego Tondi has therefore developed this distinctive structure around the exhaust outlet. The metallic structure acts almost like a containment frame, ensuring that the hot gases are guided exactly where the aerodynamicists want them to go rather than dispersing unpredictably into the surrounding airflow.
According to observations from the Melbourne paddock, the true aerodynamic potential of this solution may not yet have been fully realized. Engineers continue to refine the configuration as they analyze the data collected from both testing and practice sessions.
In addition to the exhaust “cage” solution, the Ferrari package now includes another interesting aerodynamic detail. On the outer area of the diffuser there is an extension of a small aerodynamic fin, which helps increase the volume of air that can be extracted from beneath the floor.
This detail is particularly relevant when considering the technical regulations that will shape Formula 1 in the coming seasons. Under the 2026 rules, the cascade of small flaps located beneath the rear wheel axis must be attached directly to the external walls of the diffuser in a fixed position.
Until last season, however, these aerodynamic elements were part of the rear brake duct assembly and therefore moved slightly with the oscillations of the wheel. The new regulatory approach forces teams to integrate these elements more directly into the diffuser structure itself.
Another noteworthy aspect of the Ferrari SF-26 is related to cooling management. Ferrari engineers appear confident in the cooling capabilities of the 067/6 power unit, which features a steel cylinder head design.
As a result of this confidence, the Ferrari seen in Melbourne runs with a particularly tight engine cover configuration. The bodywork is extremely compact, indicating that the team is not overly concerned about heat management despite the demanding temperatures that can often affect the Australian Grand Prix weekend.
There are only two visible cooling outlets positioned along the lateral waistline of the car. Toward the rear of the vehicle, the bodywork wraps very tightly around the suspension arms and carefully shrouds the exhaust outlet, creating a highly streamlined rear section.
This aggressive packaging approach suggests that Ferrari is prioritizing aerodynamic efficiency while relying on the robustness of the power unit’s cooling system to avoid overheating issues.
Finally, it is worth recalling that during the winter period various so-called “experts” repeatedly speculated about the existence of two completely different Ferrari cars. Some even suggested that Ferrari might have been developing a separate chassis distinct from the homologated design.
In reality, those rumors have proven to be nothing more than speculation. The Ferrari SF-26 is a single design, and the car currently racing in Australia is exactly the one that the team developed and prepared for the start of the season.
That said, it is not a secret within Formula 1 that the second chassis produced during the manufacturing process is often slightly improved compared to the original one. Small refinements during production can make it marginally lighter or structurally more optimized.
For this reason, it is not unusual for chassis number one to eventually become the spare car used during race weekends, while the later-built chassis is preferred for regular competition use.
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