F1 | Ferrari: is the 678 copying McLaren by moving the steering arm?
As the Scuderia heads to Las Vegas, Ferrari’s engineers continue refining the 2026 project, the new 678 chassis, which is shaping up with push-rod suspension on both the front and rear. Following the example seen on the papaya cars, the steering arm could be repositioned behind the lower wishbone. At the Maranello GeS, the team has embraced a development philosophy considered more suitable for the challenges of the new revolutionary rule set.
While the team prepares to travel to Las Vegas, work on the 2026 car is progressing at full speed. The 678 project remains a constantly evolving puzzle. The first chassis is currently passing all the indoor static tests performed by the Scuderia before moving on to the mandatory frontal crash test, which must be carried out at one of the FIA-approved facilities (in Italy, this is the CSI in Bollate).
The 2026 car abandons the pull-rod suspension layout used at both ends of the SF-25, which delivered disappointing results. Ferrari intends to play it safe: returning to a push-rod layout at the front is not a dramatic shift, given that the pull-rod solution was only introduced this year and proved far from convincing.
However, according to early indications, the Scuderia is not merely reverting to the past. Instead, Ferrari is preparing to introduce an important innovation: the steering arm is expected to be moved behind the lower triangle, following a concept first introduced—very boldly—by McLaren two seasons ago and later adopted by Mercedes for the W16.
This option, although more challenging to integrate into the chassis, offers valuable aerodynamic development opportunities. Diego Tondi and Franck Sanchez intend to replicate the benefits McLaren extracted from the MCL39 by exploiting the extra flow management and cleaner suspension layout.
At the rear, Ferrari’s decision to return to a push-rod layout stems from the disappointing results of the revised pull-rod suspension introduced at the Belgian Grand Prix. That update was expected to shift the direction of the season, but lowering the front arm of the upper wishbone ultimately made it harder to achieve the correct balance.
Mercedes had made a similar choice earlier in the season, introducing its new geometry on the W16 at Imola, well before Ferrari. But after doubts and uncertainty, the solution was abandoned, with the original specification proving far more effective and preferred by George Russell and Kimi Antonelli.
Ferrari likely would have made the same reversal, but budget cap constraints prevented such a costly step back. A push-rod suspension requires a redesigned gearbox casing, adding significant expenses.
Even if the internal transmission gears will not undergo radical changes, the gearbox casing is undergoing meticulous development for two reasons: first, all internal suspension components will now be housed in the upper section of the casing rather than the lower area; second, the need to reduce weight—to reach the 768-kg minimum—demands a lighter structure while still ensuring high torsional rigidity.
For this reason, Ferrari is focusing on innovative materials capable of combining these two conflicting requirements without resorting to extreme solutions that may prove counterproductive.
The 678 will avoid pushing certain concepts to the extreme. Loïc Serra’s goal is to maximize the benefits of designing the entire car within the same factory, ensuring far better integration of all components. By contrast, the SF-25 chassis was designed with an emphasis on minimizing the size of radiating masses, which was advantageous when operating with extremely tight bodywork, but proved less effective on slower or hotter circuits where the cooling louvres generated losses that reduced overall aerodynamic efficiency. Here, McLaren’s design philosophy once again serves as inspiration: is it better to add an extra kilogram of ballast, or should that mass be strategically used to improve balance and support aerodynamic development? This careful weight distribution and strategic thinking are central to the development philosophy Ferrari is applying for the 678.
With the 2026 cars set to feature active aerodynamics at both the front and rear, the target is clear: achieve maximum aerodynamic efficiency and significantly reduce drag.
A car that cuts through the air cleanly will perfectly suit the new regulations. With insufficient electrical power to consistently deliver the 350 kW from the K motor-generator, reducing drag becomes a major competitive advantage.
For the first season of these highly agile new Formula 1 cars, Ferrari believes it may be wise not to exaggerate with overly radical technical solutions. Instead, the Scuderia aims to produce a car that may not achieve extreme peaks of performance, but which also avoids significant weaknesses that could compromise race results.
The technical challenges of 2026 are numerous, multifaceted, and extremely complex. They include the development and perfect integration of active aerodynamic systems, managing a 50/50 split in power output between the internal combustion engine and hybrid system for the first time, integrating new battery technology—with questions still lingering about which teams will adopt solid-state solutions—and the introduction of e-fuel, all while adhering to strict weight targets.
Under the new regulations, Formula 1 cars are required to be 30 kilograms lighter compared to the current ground-effect machines. However, the 2026 power units themselves are expected to increase in weight by approximately 30 kilograms. This means that teams effectively need to remove a total of 60 kilograms from the car in order to reach the new minimum weight—a truly massive and challenging task.
Although the 2026 cars will be shorter, narrower, and equipped with lighter tires, these changes alone will not compensate for the entire weight deficit. Hitting the design targets while avoiding pockets of inefficiency that could compromise on-track performance will be absolutely essential. Ferrari aims to assemble a competitive package that addresses these challenges comprehensively. After a disappointing 2025 season, which the team is keen to forget, the Scuderia is determined to bounce back strongly. Under the leadership of Loïc Serra, the technical department appears focused, organized, and fully aware of the pressing need to deliver tangible improvements and measurable progress on the racetrack in 2026.
