Ferrari SF-26: the suspensions indicate a change of approach

The sporting success of the Ferrari SF-26 remains to be discovered, but regardless of its competitiveness, Maranello’s new project at least denotes a more courageous approach. The suspension architecture is entirely new, with decidedly less conservative layouts than those that characterized the ground effect Reds. The aerodynamics, however, are only at the first stage and are destined to evolve profoundly in the coming weeks, starting from the sides. The suspensions The calling card of the Ferrari SF-26 is the push-rod front suspension, with the Cavallino abandoning the pull-rod kinematics in 2025. This is not any admission of an alleged failure of the previous tie rod scheme, as there is no superiority of one over the other. The decision instead depends on the geometries allowed with the chassis, on the aerodynamic setting of the new regulations and on the interaction with the concept chosen for the front wing. What is surprising, however, is the adoption of a marked anti-pitch kinematic mechanism, staggering both in height and length the two arms of the upper triangle (1), much more than in the recent past. Although without ground effect the new cars no longer need to turn close to the ground, the geometry allows the flows coming from the front to be better managed, directing them towards the center of the car. This is the most important sign of the new Ferrari, denoting a greater exploitation of the mechanical elements for aerodynamic advantage, whereas the Cavallino had long been the more conservative team. The same also emerges from the repositioning of the steering arm in the middle of the lower elements of the suspension, inspired by the McLaren 2025, an operation that required rethinking the chassis to move the power steering back. Regardless of the effectiveness of the solutions described, the fans hope that this can be the sign of a more open working environment, where it is possible to dare and even make mistakes, in any area of ​​the car. Even at the rear, the SF-26 abandons the pull-rod of 2025, adopting a push-rod kinematics which involves the relocation of the internal spring-shock absorber group above the gearbox. Overall, there is great curiosity to see how much the team will adopt a beaten-up setup. At Fiorano the Ferrari ran with a limited rake angle, but in the tests there will be an opportunity to explore other configurations. The dimensions One of the most important projects of the SF-26 is the new power unit, which at the moment remains hidden, waiting for the tests to provide the first evidence on its competitiveness. From the outside, however, a clear organization of spaces in the engine compartment can be seen. The triangular air scope is small in size (2), indicating the desire to position the radiators as much as possible in the bellies rather than at the head of the power unit, lowering the center of gravity. Ferrari thus remains faithful to a philosophy it has pursued for years, despite the three times more powerful hybrid system now requiring nine times more cooling power. This is also due to the generous openings on the sides of the passenger compartment (3), which reflect the P-shaped design of last season, with a particular workmanship of the lower vertical edge, which seems to stretch forward. To aid the draft and evacuation of the cooling air there are two vents behind the cockpit (4), emphasizing a solution already seen on previous single-seaters. Generous lines The choice to lower the radiators as much as possible resulted in particularly large bellies, which could be slimmed down with the evolutionary package expected before Melbourne. Loic Serra himself, whose SF-26 represents the first Ferrari created under his technical direction, confirmed that the team has maintained margins for intervention in terms of overall dimensions for subsequent developments. Like Mercedes, however, the Cavallino maintains its high sides, partly moving away from the flat-bellied concept. The objective this time is to favor the flows that flow along the lower part of the bodywork, to then convey them to the gearbox and diffuser area. As regards the bonnet, however, you immediately notice the presence of the ‘bazookas’, the cylindrical volumes that form a real aerodynamic slide that recalls the flows towards the rear wing. Their presence is the result of the desire to make great use of the rear of the car to evacuate the hot air from the engine compartment, where in fact a generously sized vent opens. The whole thing is dominated by the stabilizing fin, immediately characterized by a serrated outline for the generation of vortices with which to energize the flows (6). The appendages The regulations change, but the front wing remains one of the most important aerodynamic components, having the task of setting the structure of the flows that hit the car. That of the SF-26 shows a more loaded trend on the sides, while Mercedes for now has a more linear geometry, immediately indicating a different aerodynamic setting of the flows directed towards the suspensions. The new Rossa can also be recognized by the particularly large nose pillars (8), behind which the actuator of the two front mobile profiles is hidden. A further element of interest on the front end is the structure protecting the brake intakes, which features a pointed spire, used as a flow diverter and additional vortex generator (9). The center of the car, on the other hand, is one of the areas in which the teams will invest the most in development, as it is crucial for creating an aerodynamic structure to protect the floor. Ferrari starts with a Venetian blind with three horizontal elements (10) preceded by a vertical bargeboard (11), all anchored to the chassis by an oblique bridge (12), which from an aerodynamic point of view represents a continuation of the work carried out by the suspension arms. Finally, at the rear, the eye falls on the opening in the bulkhead of the side diffuser (13), smaller than that of the Mercedes, indicating a different compromise between the injection of air to energize the extractor flows and the protection from the vortices of the rear wheels. Work in progress The aerodynamic look seen at Fiorano represents only a starting point, with Vasseur already anticipating in December his intention to present himself at the tests with an A version, in a period in which every day spent in the wind tunnel leads to great gains. The priority for now is to work on the power unit and on optimizing energy management, which constitutes one of the main cornerstones of the new regulations. The tests will provide the first provisional feedback, in a season in which the hierarchies could change a lot, especially in the first months.