How Ferrari is shaping its 2026 F1 suspension for maximum aerodynamics. Ferrari’s 2026 F1 car suspension explained.

Ferrari 2026 suspension: push-rod or pull-rod?

Ferrari’s decision for 2026 is not based on past choices or simple mechanical considerations, but rather on what the team’s engineers have evaluated for the new regulatory cycle, where aerodynamics will play a fundamental role. It is important to clarify the various technical aspects that Ferrari has considered during the design phase, as the Maranello team prepares to unveil its new car.

Ferrari 2026: the front suspension choice

At this stage of the 2026 car’s development, it is extremely difficult to predict the direction any team will take. Ferrari has undoubtedly defined a mechanical layout: whether it adopts a push-rod or pull-rod front suspension is not the decisive point. The design of an F1 suspension is far more complex than just choosing between one component or another. Much more goes into the concept phase than a simple distinction between push-rod and pull-rod.

To illustrate, consider an objective example: the SF-25 uses the same front suspension layout as the strongest cars, namely McLaren and Red Bull; yet the results are not comparable. Data confirms this observation. It has been emphasized repeatedly that the choice between the two approaches is essentially equivalent.

A crucial point is that the reasons behind Ferrari’s choice of one layout over another are not purely mechanical. With that in mind, reports indicate that Ferrari’s 2026 front suspension will return to a push-rod layout, representing a step back from the choices made in 2025. Italian cars had used the push-rod front layout up until last year. For the current season, the engineers led by Loic Serra switched to a pull-rod setup for predominantly aerodynamic reasons. Mechanically, the difference between the two solutions is minimal. What changes is the management of airflow, which is critical for this generation of cars. Mechanically, the positioning of all suspension links in space is what defines the car’s dynamic behavior. It is the suspension kinematics that require close attention during the design phase. For this reason, it would be wise not to speculate too much about Ferrari’s front suspension choice without a clear understanding of how 2026 cars will function and which areas will yield the most performance.

Ferrari 2026: suspension layouts serving aerodynamics

With these fundamental concepts clarified, and considering the 2026 technical regulations—which are still evolving with multiple issues to resolve—it is understood that the design of 2026 car noses would make the pull-rod layout fit more easily. However, this remains only a preliminary consideration, at least for the time being. On the other hand, adopting a pull-rod layout at the front in the current season does not rule out the alternative option; in fact, it could work the other way around. Earlier this year, when consulting with a Ferrari engineer, it was confirmed that switching from one layout to the other does not require much time. Ultimately, the final decision will depend on aerodynamic performance. Suspension arms play a key role in managing the airflow in this part of the car, and the layouts will be fully optimized to suit the car’s aerodynamic requirements. For the current generation of cars, the pull-rod solution was clearly optimal, but for the future, nothing is certain. Even the teams themselves do not yet know; the answer will only emerge with time.

Ferrari 2026: rear push-rod? What really matters

There is also discussion about adopting a push-rod layout at the rear, abandoning the SF-25’s pull-rod design. In this case too, the choice of layout itself is not decisive. What truly matters is the positioning of the suspension triangles, a critical factor for the car’s dynamic behavior. The choice between push-rod and pull-rod is always connected to packaging and the airflow that will pass through that area.

For wing cars, aerodynamically, the dominant layout was the push-rod, which Ferrari never adopted, remaining faithful to pull-rod while minimizing component size. Again, the choice was dictated by aerodynamic priorities rather than vehicle dynamics. The push-rod layout positions components higher, which allows the lower sidepod area to be narrowed. Considering the reasoning outlined here, it is clear that comparing solutions across different eras or car generations is largely pointless. These are fundamentally different cars, with distinct challenges, where airflow management cannot be compared in any meaningful way. The most effective path will only become clear during the championship, just as it did with the wing cars.