Technical analysis: Ferrari’s clever trick to boost rear downforce on the SF-26. During the Bahrain tests, Ferrari’s SF26 shows a highly refined diffuser solution.

During the Bahrain tests, several interesting technical solutions are being observed, including the extension of the diffuser on the SF26, which is far more complex than what has been seen on other cars. On the Ferrari, there are also two small aerodynamic appendages on the rear impact structure, separated from the diffuser to create airflow but designed to work in synergy with it.

The change in design seen on Audi this morning confirms how much teams are pushing creativity to extract maximum performance, even on the aerodynamic side, under these new regulations. So far, we have observed very different approaches across many elements, from flap geometry to the opening of movable wings, with philosophies sometimes radically opposed.

As is often the case, the difference can come down to details, especially at the rear—one of the most delicate areas of these new cars—where it is crucial to maximize the effectiveness of the floor and diffuser to generate downforce. This year, the diffuser size is relatively generous, partly to compensate for a rear wing limited by regulatory constraints.

One striking solution is the rear of the new Ferrari, where the engineers have extended the diffuser using the allowable volumes defined by the regulations. Central extensions (highlighted in yellow in images) run alongside the rear impact structure to improve efficiency and downforce generation. What surprises, however, is not just that the diffuser extends, but how it does so.

Other teams, such as Mercedes and Williams, have adopted similar solutions, but none have gone to the lengths of Ferrari, which chose a more sophisticated—and in some ways, aggressive—approach compared to rivals. On the SF‑26, the diffuser extends beyond the horizontal support that anchors the rear wing at its lower section, effectively creating a single integrated structure.

This design allows Ferrari’s solution to extend further than rival solutions, reaching all the way to the rear wing support. The versions seen on the Mercedes W17 and Williams FW48, while based on the same principle, do not extend beyond approximately half the height of the rear impact structure.

There is another interesting feature on the SF‑26. This extension is designed to work in combination with two small, separate aerodynamic appendages located on the upper part of the impact structure (highlighted in blue in images). The diffuser extension and these appendages are not physically connected, creating a small airflow channel between them, yet they are designed to operate in synergy.

Replicating Ferrari’s solution does not appear overly complex from a construction standpoint: it would be sufficient to modify the carbon section to further extend the diffuser or add two small supports on the rear impact structure. Other teams, like Red Bull, have chosen a different approach in this area, adding elements without physically extending the diffuser.

Each car has its own characteristics, and it is by no means certain that this solution, especially in a delicate area like the diffuser, would work the same way for all teams. What is clear, however, is that Ferrari’s engineers have devoted considerable attention to this area to make the diffuser operate as efficiently as possible.