Haas VF-26: Ferrari engine, but different choices

Haas has been Ferrari’s reference customer team for years now, while maintaining its own design autonomy. The new VF-26 is proof of this, showing off different lines from the SF-26, a car with which it shares the suspension and power unit. Furthermore, the Italian-American team continues to be the smallest on the grid, but is among those who arrived most ready for the Barcelona tests, clocking up important kilometres. Ferrari components The 2026 single-seater, created under the technical direction of Andrea De Zordo, features the new Ferrari push-rod suspension, both at the front and at the rear. In 2025 Haas had preferred to use the mechanics of the previous year, so as not to have to wait for the resolution of the new specification by the Cavallino, enjoying more time to develop the aerodynamics. Adopting the same strategy in 2026, however, would have been more difficult if not downright prohibitive, given that the current single-seaters have a narrower track and work at higher heights from the ground than the previous ones. The VF-26 thus benefits from the greater aggressiveness of the new Ferrari suspensions compared to the recent past, especially at the front. In particular, the upper triangle is strongly inclined downwards (1), helping to guide the flows coming from the front end towards the bottom and the bodywork. The fate of Haas will also depend on the competitiveness of the power unit, another element shared with the Maranello team. The installation of accessory components around the engine, however, is completely different than on the Ferrari. The air scope of the VF-26, i.e. the dynamic air intake above the pilot, is oval in shape (2), unlike the triangular one of the Cavallino. The presence of two additional openings on the sides suggests a greater centralization of the radiators in a central position and/or at the head of the power unit, to the detriment of the height of the center of gravity and load transfers. On the other hand, Haas was able to design smaller side cooling vents (3), enjoying greater aerodynamic freedom regarding the bellies. The bodywork The greater centralization of the radiators compared to the Ferrari is also evident from the shapes of the upper part of the bonnet. The stabilizing fin, in fact, is relatively small (4), evidently limited by the internal dimensions in that area. The sides, however, show a downward trend (5), channeling the flows from above towards the gearbox area, where they then vent behind the diffuser. The Haas stands out for a particularly hollow geometry along the upper part of the bellies, with an external rise that helps to shield the car and the bottom from turbulence coming from the front end. From the side view you can already appreciate the aerodynamic structure located at the entrance to the bottom (6). In detail, the VF-26 sports a vertical bulkhead, behind which there is a cascade of three horizontal flaps. This is an area to which the teams will devote great attention during the year, with the aim of creating an aerodynamic barrier that shields the surface from the harmful vortices generated by the front wheels. The front wing Another area of ​​great interest is the front end, which sets the flow structure that affects the entire car. The VF-26 has a fairly squat nose, under which the mobile wing actuator (7) is hidden, as on the vast majority of other cars. In the case of the Haas, the active front aerodynamics exploit the two upper flaps, while Aston Martin and Mercedes have chosen to limit the movement to just one element. Overall, the front wing of the VF-26 has a rather homogeneous design, without loading the flaps too much outwards, unlike the Ferrari. The area outside the vertical bulkhead of the endplate is already particularly elaborate (8), with a flap in the upper part and a rib along the lower curb that help mitigate wheel turbulence. Finally, Haas has also chosen to keep the brake air intakes outside the rim protection structure (9), where instead Ferrari and Mercedes have restricted the inlet ducts inside the bulkhead. What is most striking about Haas, however, is above all the mileage achieved in the Barcelona tests, placing it in third position in the ranking of laps covered. The Italian-American team has accumulated invaluable experience and data, immediately moving ahead in preparation compared to its direct rivals. The credit goes to the careful planning of the new project, without running into the homologation, production or assembly delays that Williams and Aston Martin encountered instead. What has been done is even more surprising if we consider that in 2025 Haas brought updates until last October and that the team continues to be the smallest on the grid, with around 300 employees. Coming out as winners from the center-group battle won’t be easy, but the conditions for doing well are all there.