Ferrari’s new F1 front wing explained: extreme outwash concept and flex optimisation. Ferrari has introduced a new front wing for the SF-26 at the Miami GP.

At the Miami Grand Prix, Ferrari introduced an updated front wing as part of its latest upgrade package for the SF-26, confirming earlier expectations from recent days. Thanks to an image captured by Michael Potts, it is now possible to carry out a more detailed technical analysis of the modification brought by the historic Italian team. This is an upgrade focused on one of the most critical and complex aerodynamic areas of the car.

SF-26 front wing: strong outwash component to manage turbulent wake and improve aerodynamic efficiency

Within the current regulatory framework, this type of component operates for long periods in an open configuration. As a result, the engineering challenge lies in optimizing the geometry for both operating modes. Achieving this balance is far from straightforward, which is why teams typically proceed with great caution when introducing additional aerodynamic elements.

This refers in particular to vertical appendages or dive planes, with most teams opting for relatively clean and neutral designs. Ferrari, however, has taken a clear step forward in this direction by completely redesigning the footplate — the horizontal element located at the base of the endplate.

As can be clearly seen from the available imagery, the channel running along the footplate has undergone a significant reduction in size. The curvature of the tunnel is now much smoother, especially in its final section. This specific duct acts directly on the airflow, with the primary aim of generating a vortex that is crucial for managing the so-called tyre squirt effect.

This intervention is complemented by the introduction of a new vertical flow diverter. From the image, it is evident that it is anchored directly to the horizontal panel and functions as a genuine vortex generator. In this case, its objective is quite clear: to intensify the outwash effect, a crucial move to push away and clean up the turbulent wake generated by the rotation of the front tyre.

The main body of the endplate, on the other hand, retains its original shape, preserving its strong outwash-oriented design philosophy. The ultimate goal of this update on the SF-26 is twofold: to reduce drag and to improve the management of the turbulent wake produced by the front tyre.

Ferrari works to control flex on the new front wing

Alongside the aerodynamic changes, a second modification emerges, this time of a purely structural nature. Visual analysis reveals a variation in the layout of the outer carbon fibre skin. Previously, the fibre orientation followed a longitudinal pattern, whereas the new lay-up adopts a transverse orientation. The reasons behind such a choice always require careful evaluation.

However, it is reasonable to assume that this change is not directly linked to surface airflow dynamics. Instead, the intention appears to be focused on optimizing the flexibility of the component. By exploiting the wing’s deflection under load—while remaining within the strict limits imposed by FIA regulations—the goal is to bring the aerodynamic profile as close as possible to the ground, thereby recovering valuable downforce.

This is a concept that had already been observed on the base component, where Ferrari’s wing showed a tendency to rotate towards the reference plane under braking. The new arrangement of the carbon fibre layers may also help mitigate excessive vibrations, which can be detrimental to airflow stability. By altering the composite lay-up, engineers can modify the stiffness of the component and consequently adjust its natural frequencies, improving overall aerodynamic consistency.