Scuderia Ferrari has released the first images of the car that aims to bring Lewis Hamilton and Charles Leclerc back to victory. The first single-seater under Loic Serra, even in this basic version, shows cutting-edge concepts on the mechanical side. The suspension layout features a push-rod front with a bracket and a multi-link rear setup.
Here it is: the Ferrari SF-26, the car with which Ferrari enters the new era of agile Formula 1 cars under the updated regulations. The Scuderia draws a clear line from the recent past and offers Charles Leclerc and Lewis Hamilton the weapon to relaunch the team and return to winning ways.
The complete reset of technical content, with a car that is shorter, narrower, lighter, and featuring a revolutionary power unit balancing thermal and electric power, forced the technical team led by Loic Serra to start from a blank sheet. Yet, at first glance, there are clear influences from McLaren and notable similarities with the Mercedes W17 choices.
Ferrari wants to be a protagonist again and is putting everything on the line with a car that presents interesting solutions, which will begin to be evaluated in the Barcelona tests. Remember, this is not the car that will start the 2026 season in Melbourne; like all F1 cars, it will undergo an evolution package, but this is the base on which the aerodynamics team led by Diego Tondi is working.
Here is a first description of the SF-26 after seeing the initial images: a brilliant red, complemented by a white portion reminiscent more of the 312T than the F92A.
Front push-rod suspension
It’s no secret anymore: all teams that have shown their 2026 cars, except Cadillac, have returned to a push-rod front suspension. Ferrari abandoned the pull-rod system after just one season, aware that with the new regulations it was better to go back to a previous approach, as ground-effect aerodynamic advantages no longer existed. The upper triangle is very open with one arm anchored to the top of the chassis, while the rear arm, covered with a curved shroud, is sharply angled, following the extremes seen on the McLaren MCL39, though not yet replicated on other 2026 cars. On the hub side, there appears to be a multi-link solution with the pivot moved backward thanks to a bracket.
Steering arm behind the suspension
The main innovation at the front is the relocation of the steering arm behind the narrow lower triangle. This concept was initially devised in Woking and later used by Mercedes, although Brackley rejected it in favor of a more conventional solution. Ferrari pushed the front wheels forward to increase the distance from the sidepods, helping to clean up airflow in the wake.
The nose is sculpted underneath to channel central airflow, guided by two prominent pylons supporting the front wing and integrated into the nose, which extends almost to the main profile. There is a lower hump housing the hydraulic mechanism for the two movable flaps, though less conspicuous than other designs.
Basic front wing with integrated pylons
The main wing profile is flat, with the flap actuator positioned close to the endplate. Ferrari was the first team to experiment with solutions on the SF-25 mule during Pirelli 2026 tyre tests, providing valuable insights for the technical staff. The endplates still appear in a basic format, as does the footplate.
Wheelbase likely below the limit
To approach the 678 kg minimum weight with driver, Ferrari opted for a car slightly shorter than the 3,400 mm maximum wheelbase, possibly around 50 mm shorter. This saves approximately 300 grams per centimetre, or 1.5 kg, and optimizes balance with the smaller dimensions.
The fuel tank should have a capacity under 100 kg, compared to 110 kg last year. Weight was a key challenge in Loic Serra’s project: Ferrari will likely start with 5–7 kg extra but aims to reach minimum weight quickly, while some cars may begin 15 kg over. The monocoque was reinforced with additional layers to pass crash tests without compromising strength.
BBS wheels and Brembo brakes
Despite FIA liberalizing wheel suppliers, Ferrari remained loyal to BBS, the historic partner until 2025. Brakes remain Brembo, continuing a collaboration spanning over 50 years. The side view reveals the T-tray with visible elastic elements to control splitter flexion, supporting the adoption of the rake setup. Like other 2026 cars, the SF-26 is designed for aggressive rake, though not as extreme as pre-2021 designs.
Triangular radiator intakes
The sidepod intakes adopt an arrow shape, evolving last year’s inverted L design into a more triangular form, heavily scooped at the bottom. The undercut is still pronounced, though not as extreme as the SF-25. Enrico Gualtieri’s engine team took advantage of Ferrari’s unique co-location to develop a power unit with smaller radiating masses, aiding Diego Tondi and Franck Sanchez in minimizing drag.
The steel cylinder head exemplifies this: the ICE operates at unprecedented pressures and temperatures, requiring lower cooling flow. The sidepod adopts a CocaCola-shaped profile toward the rear, disregarding downwash.
Bargeboards with two tie rods
The bargeboard features three tapering elements linked to a vertical profile supported by two tie rods: one carbon, connecting at the first element for aerodynamic function, and a second, apparently metallic, supporting the front protruding floor section. The flat floor currently shows two diagonal outlets ahead of the rear wheels.
Triangular airscope
Ferrari is the only 2026 car to retain a small triangular airscope, extended by a tall vertical fin. Behind the camera, two flaps with raised sidewalls recall the small “horns” of previous designs. Two micro air intakes on the engine cover cool auxiliary systems, with small serrated vents further forward. A central radiator is not employed, unlike other teams.
Ferrari remains true to its philosophy, ignoring the design directions of rivals and customer teams (Haas and Cadillac). For now, there are no major hot air exits in the engine cover; heat is vented to the rear, though gills may appear in later evolutions.
Rear push-rod suspension
The rear returns to push-rod suspension, replacing the SF-25’s pull-rod. This required redesigning the gearbox casing to raise kinematics, freeing the lower diffuser for better airflow. The upper attachment to the hub is multi-link, while the push-rod sits in front of two simulated triangle elements: the front arm is more inclined than the rear, without overdoing anti-squat effect.
Rear wing already Barcelona-ready
The rear wing, supported by two mandatory pylons, features a slightly trapezoidal main profile with a subtle concave shape. This could already be the version used in the initial Barcelona shakedown, with endplates attached below the deformable structure.
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