It is not just an aerodynamic package; for all intents and purposes, it is a new Ferrari. The second upgrade package for the SF-26, following the one introduced in Miami that failed to deliver the expected gains, has been designed to address several weaknesses of the car. Loic Serra’s technical team has focused on two key objectives: reducing drag while simultaneously increasing aerodynamic downforce.
These are usually conflicting targets, but with highly detailed and precise development work, Ferrari believes it can improve both areas at the same time.
While waiting for the first ADUO-related power unit upgrade, which is expected to debut at the next race in Austria, the Scuderia has brought an extensive list of technical innovations to Barcelona. The updates can be seen across the entire car, from the front wing all the way to the rear wing.
In fact, the changes go far beyond the list officially published by the FIA in the technical documentation released before the traditional “show and tell” session.
Ferrari’s aerodynamic department followed two main development directions. The first was to achieve better balance on the SF-26 through a more aggressive front wing capable of generating additional downforce while increasing the outwash effect of the airflow. The second was to reduce drag by improving the efficiency of the bodywork, helping to move airflow losses generated by the front-wheel turbulence away from critical aerodynamic areas.
At first glance, the front wing appears to be merely an evolution of the previous concept. In reality, however, it represents a genuine design shift. The main plane is slightly shorter, while the second and third elements feature increased chord lengths. The aerodynamic center of pressure has also changed, with the final flap now featuring a more curved trailing edge that moves closer to concepts seen on McLaren’s car.
Less noticeable modifications have been made to the wing pylons and the nose profile to better support the revised airflow paths. New access holes have also appeared on the nose, allowing quicker adjustments of the active flap system.
This makes interventions in the garage easier and could even allow setup changes during pit stops if necessary. The flap control mechanism itself has been simplified, once again following a philosophy similar to McLaren’s, where the entire system is housed inside the nose structure.
Significant work has also been carried out on the outer section of the front-wing endplate. Arriving later than several rivals, Ferrari has finally introduced a diveplane — the raised horizontal flap with a twisted profile. The flow deflector on the leading edge of the footplate has been moved slightly rearward, while the outer curvature of the footplate has been revised.
A second small flow deflector has also appeared at the corner of the trailing edge. These modifications are specifically aimed at cleaning up the wake generated by the front wing and reducing overall aerodynamic drag.
Underneath the wing, another important change has been implemented. The flow deflectors introduced in Miami have been replaced by proper airflow channels designed to increase local downforce generation.
The other highly visible update concerns the sidepod design. The SF-26 previously featured extremely slim sidepods, but Ferrari has now increased the lateral surface area. The reason is straightforward: the larger sidewall acts as a barrier against turbulence generated by the front wheels, helping to push airflow losses away from the car.
Smaller changes have also been made to the bargeboard area, which continues to direct airflow toward the outside of the rear wheel. Interestingly, this goes against the direction preferred by FIA technicians, who wanted to reduce the spread of the wake to promote overtaking opportunities.
Regarding Ferrari’s search for additional downforce, it is worth noting the addition of a horizontal element ahead of the flaps that simulate Venturi channels along the leading edge of the floor.
In front of the rear wheel there is another important modification, with an increased number of slots and cuts designed to guide airflow beneath the floor and better control tyre squirt. In this area, Ferrari appears to have followed the more complex aerodynamic philosophy pioneered by Mercedes on the W17.
The Coca-Cola section of the car has also been revised. The diffuser now features a different elbow-shaped geometry along with a more sculpted keel, while the opening of the so-called “mouse hole” appears slightly larger to increase the extraction effect generated by the diffuser.
Additional detail changes have been made to the FTM system in order to amplify the blown effect generated by the exhaust gases, while the actuation mechanism of the reverse wing is believed to have been lightened.
Overall, the SF-26 has undergone a deep revision of many of its fundamental aerodynamic concepts, making this one of the most extensive upgrade packages Ferrari has introduced this season.
Charles Leclerc has also switched to Carbon Industries friction material — both discs and pads — following the same path taken by Lewis Hamilton, who adopted the French supplier’s solution starting from the Japanese Grand Prix.
The Monegasque driver gave positive feedback on the package during Friday’s practice sessions. However, Ferrari engineers continue to closely monitor the brake-by-wire system, which must manage the balance at the rear axle between regenerative braking and conventional friction braking. Achieving perfect synergy between the two systems remains a complex challenge and is not always easy to accomplish.
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