Ferrari arrives in Miami with an upgrade package that is as extensive as it is technically intriguing. The Scuderia from Maranello has worked intensively behind the scenes, bringing forward part of the developments originally scheduled for the Canadian Grand Prix and integrating them with those initially planned for Bahrain. The result is an SF-26 that has been deeply evolved from front to rear, with a remarkable level of attention to detail that clearly reflects the team’s intention to develop the project as a cohesive whole rather than in isolated areas.
This comprehensive approach underlines Ferrari’s determination to close the gap to its main rivals by refining every aerodynamic and mechanical aspect of the car. Rather than focusing on a single performance gain, the Italian team has opted for a wide-ranging upgrade philosophy, aiming to improve overall balance, airflow management and efficiency across all phases of performance.
The front end
The updates begin at the front of the car, where Ferrari has revised the airflow structure along the entire length of the SF-26. The front wing features a modification to the so-called “sidewalk”, the outer structure located next to the vertical endplate. A new flow diverter makes its appearance above the lateral channel, which has also been redesigned, with the clear objective of increasing the outwash effect and directing airflow further away from the front wheels.
The front wheel assemblies themselves have also received updates to their aerodynamic elements, while in the same area the team has worked on the fairings of the suspension arms. Notably, the rear arm of the upper wishbone remains anchored at the same point used during the first three races of the season, with Ferrari choosing not to adopt the alternative configuration tested during pre-season testing in Bahrain, where a different inclination had been evaluated.
Overall, Ferrari has intervened in several areas of the front end with a dual objective: to reduce turbulence generated by the front wheels and to more effectively guide airflow towards the rear of the car. This is a crucial aspect in modern Formula 1, where managing airflow quality is just as important as generating outright downforce.
The floor
Other significant updates concern the floor, which has been extensively revised in close synergy with the front-end changes. The central keel beneath the chassis is now longer, most likely to improve control of the airflow channelled underneath the car. The inlet section of the floor has also been modified, including the vertical elements that teams have increasingly used to manipulate airflow structures in recent seasons.
The most visually striking changes can be seen in the external bargeboard area, now divided into three vertical partitions. These elements play a key role in shielding the floor from the turbulence generated by the front wheels, helping to maintain cleaner airflow under the car and improving aerodynamic efficiency.
Moving towards the rear section of the floor, further refinements can be observed, including a reshaping and widening of the lateral slots. These changes aim to inject more energy into the airflow beneath the car while also controlling the vortices generated by the rear wheels. Managing these vortices is essential for maintaining a stable aerodynamic platform, especially in high-speed sections.
The updates also extend to the diffuser, a critical component in the current generation of ground-effect cars. Ferrari has modified the ramp volumes, but the most visible change lies in the vertical fences, which now feature a curled lower section. In addition, two small external partitions have been introduced, effectively widening the diffuser’s exit area. This solution enhances airflow extraction from beneath the car, increasing the downforce generated by the floor and improving overall aerodynamic performance.
The Macarena and the evolved FTM
Ferrari has paid significant attention to the rear of the car, including adjustments to the fairings of the rear suspension arms. However, what stands out most is the level of complexity achieved in the aerodynamic structures surrounding the transmission area. The beam wing has been redesigned, effectively splitting the extensions at the top of the diffuser into two separate elements, with an inversion of curvature in the upper component.
The FTM, the flap located at the exhaust outlet, is also entirely new and has evolved into a more complex, cage-like structure. Rival teams have already begun to replicate Ferrari’s original concept, but the Scuderia has continued to develop the solution further, exploiting hot exhaust gases for aerodynamic gain and reaching a notably advanced level of sophistication.
Finally, the new “Macarena” rear wing makes its debut. This inverted movable wing concept had already been seen during the filming day at Monza, but it now appears in a more refined form. Compared to the initial version, Ferrari has modified the actuator integrated within the endplate, reinforced the central supports and added a small element at the tip of the movable flaps, the function of which is not yet entirely clear.
In Miami, another previously unnoticed detail has emerged compared to the Italian test. These are the grooves on the outer surface of the endplates, curved upwards in a manner reminiscent of solutions used in earlier ground-effect cars. This detail further highlights Ferrari’s continuous effort to extract marginal gains from every aerodynamic surface.
Overall, due to both the scale and the level of refinement of the proposed changes, the Miami package represents one of the most interesting and ambitious upgrade packages Ferrari has produced in recent years. However, such technical progress does not automatically guarantee success on track, especially considering the parallel development efforts of rival teams.
Nevertheless, seeing some of the SF-26’s solutions begin to appear on competing cars provides a small but meaningful source of satisfaction for the Scuderia from Maranello, confirming that Ferrari is once again contributing innovative ideas to the competitive landscape of Formula 1.
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