Ferrari has invested significant effort in the suspension philosophy of its SF-26, while the car’s aerodynamics remain in a relatively basic form. Could the extreme multi-link setup be the key to finding the right compromise between mechanical performance and aerodynamic efficiency?
Barcelona shakedown confirms detailed suspension work
The Prancing Horse carried out its Barcelona tests using the launch-spec aerodynamic package first seen at Fiorano during the brief shakedown. The SF-26 features a highly refined suspension system, developed under Ferrari technical director Loic Serra. The question remains whether the extreme multi-link geometry can finally provide the ideal balance.
After the Barcelona tests, Mercedes and Ferrari emerged as the two manufacturers completing the most laps. Maranello’s power unit showed no issues, and the SF-26 completed its test program with both Charles Leclerc and Lewis Hamilton without major problems. The main goal for Ferrari at this stage was to gather data, observe reliability, and collect preliminary insights on fundamental technical choices. Of course, it is still unclear what type of fuel each team used, as non-homologated fuels may have been employed. Bahrain will provide a clearer picture. The car will already change in the coming weeks, as Ferrari awaits FIA approval for components that will be included in a more aggressive aerodynamic specification. Loic Serra, serving as technical director for the first time in his career, has overseen remarkable work on the suspension.
Ferrari pushes suspension design, taking cues from McLaren
The SF-26 shows highly sophisticated solutions in the front suspension. Technical director Loic Serra has focused extensively on this area, creating an extreme geometry for the upper wishbone and multi-link setup. As analyzed by AutoRacer.it, the work by the French engineer goes far beyond the mechanical solutions Ferrari has used in recent years. Additionally, the steering arm is positioned behind the front lower wishbone, echoing a concept McLaren introduced two seasons ago.
The switch back to push-rod suspension in the new regulations affects several teams, but Ferrari’s pushrod angle does not appear to be maximized to the absolute limit. It is important to note that this area has been intensely studied to find the best compromise between aerodynamics and mechanics. Extracting maximum performance from the tires remains a priority, both in wet and dry conditions.
Nose, front wing, and floor show new solutions
The nose and front wing currently feature relatively novel solutions. The nose sits high, directing airflow to the floor, with tall lateral elements. Ferrari has chosen a single central actuator for the active aerodynamics, with a mechanism showing a delay between front and rear opening. The front wing will remain a central element in ongoing development. The floor is a base specification to be updated in Bahrain, where, pending FIA validation, we will see a more aggressive SF-26.
The floor board features a double linkage connecting it to the chassis, with the lower side attached to the upper structure. The sidepod inlets follow a philosophy similar to the SF-24 EVO, maintaining a design reminiscent of ground-effect cars, with a moderate slide. The SF-26 also includes a “mouse hole,” similar to the W17, as the diffuser, without Venturi channels, plays a critical role in generating rear downforce. This also explains why the rake angle is under review.
Ferrari’s meticulous focus on the SF-26’s extreme multi-link suspension therefore highlights a strategic shift toward mechanical versatility as the cornerstone of their 2026 title bid. By blending radical geometry with proven aerodynamic concepts like the high-nose and “mouse hole” diffuser, Loic Serra is attempting to build a platform that is not only aerodynamically efficient but also capable of superior tire management across varying track conditions. While the basic launch spec seen in Barcelona provided the necessary reliability data, the true potential of this ambitious project will only be revealed when the aggressive, FIA-validated aero package debuts in Bahrain. If the correlation holds, Ferrari’s heavy investment in mechanical complexity could be the very thing that puts them ahead of the pack in the new technical era.
The SF-26 represents a bold technical departure for Maranello, with Loic Serra’s extreme suspension choices signaling a clear intent to master the mechanical-aero compromise of the 2026 regulations.
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