Ferrari

Reduced floor dimensions and simplified underbody The transition between 2025 and 2026 represents a significant shift in underfloor aerodynamic philosophy. By making the floor flatter and with less authority on front vortical structures as well as the removal of complex floor edges, the main development focus has been on understanding how to extract maximum performance across the entire car operating envelope

Three-element active rear wing Key aspect for this new era has been on developing a top rear wing solution around a three-element arrangement without relying on interactions with the lower beam wing, which was a dominant factor with the 2025 topology. Given the importance of SM mode in 2026, maximizing SM effect has been a point of focus

Narrower span / longer chord front wing with SM system integration A significant geometrical difference compared to previous generation of cars is the front wing.

Design focus has been on optimizing balance range and aerodynamic characteristics around the new 2026 regulations, whilst properly integrating the newly introduced SM system, with a centerline actuator solution retained for us and that rotates the 2 flap elements together

Winglet added to the halo pillar Introducing a winglet element to the halo pillar as a minor update.

Not event specific, it simply returns a small aerodynamic load benefit No updates.

Reduced front brake duct inboard exit area

The Suzuka Circuit braking duty allows us to introduce a smaller front brake duct geometry, trading off brake cooling for external aerodynamic performance benefits

Revised front floor stay fairing profile Minor geometrical update and not specific to this event, the reprofiling of the front floor stay fairing improves local flow features and returns floor performance gains v v Atlassian Williams F1 Team 2

Rear trackrod fairing reprofiling

Revised footplate outboard channel, addition of top forward vane Front wing endplate and front corner updates are working hand-in-hand, focusing on flow feature stability and front wheel wake management throughout the entire car operating envelope

Detailed development of front deflector upper and lower edges, addition of rear deflector lip

Front central keel volume optimisation, additional front floor board vertical elements and revised board stays.

Reprofiled front floor leading edge and leading edge devices Benefiting from enhanced upstream flow conditions, the front floor geometry and devices have been reoptimized, returning a net load advantage

Main floor outboard trailing edge scoops extended further inboard Working together with the front floor update, the rear part of the floor and diffuser have been developed focusing on load increase across the full operating window. In addition, the rear trackrod fairing update together with the rear tail devices provides a favourable pressure gradient for the diffuser, in an efficient manner

Central boat and diffuser expansion reprofiling, diffuser fence shedding edge detailing, trailing edge vertical flap addition and inboard lip detail

Updated inboard connection See above

Revised tail devices and profiles

Mainplane and flap detail reprofiling, addition of central bracket flap, reworked pylon/mainplane junction

This iteration of rear wing development has been focused on increasing load in cornering mode in a robust way, whilst maximizing aerodynamic drag shedding in straight mode

Addition of upwashing volumes, upper endplate detailing Atlassian Williams F1 Team 2

Reprofiling of front suspension leg fairings

Various steps have been done on load distribution across legs and span of the different front suspension elements, leading to load gains whilst still managing properly downstream impacts

Additional stay on last element of the diffuser winglet

to front trackrod / suspension legs and fairings Monaco specific front suspension modifications to allow for greater single wheel angle that are necessary on this peculiar circuit layout

Additional gurney on front floor board second element trailing edge Taking the opportunity of the extreme characteristics of Monaco in terms of aerodynamic efficiency requirements and add minor aero load generating devices on the floor board and diffuser winglet

Revised front wing footplate with new vanes arrangement and endplate diveplane addition, optimized wing elements spanwise loading distribution.

New SM mechanism links and integration in the nose, revised nose shape with raised lower surface Evolution of the front wing platform raced so far, with enhanced tip flow features coming with front wheel wake control benefits as well as increased aero balance capacity. More integrated SM mechanism links returns tidier centre line flow features. It also comes with flap lips modulation.

Reduced keel volume.

Redesigned front floor leading edge profiles and claws, front floor board elements optimisation (horizontal and vertical ones). Optimisation of rearward floor corner winglets, reprofiling of diffuser sidewall cutout. Updated diffuser winglet angle of attack and diffuser / tail expansion profile Benefiting from an improved onset flow quality, this entire floor update is targeting overall aerodynamic load increase across the main car operating window as well as flow features robustness improvements together with improved flow topology and energy towards the rear corners

Inflated sidepod shoulder and adapted cokeline This geometry has been developed in conjunction with the floor update and manipulates front wheel wake together with the floor board update, as well as the rebalancing the front floor pressurisation

Front floor board elements optimisation, single vertical element Free practice test items, focused on aerodynamic correlation.

Aim is to understand on-track behaviour and gather data in normal running conditions

Removal of the central RV Tail element Free Practice test Item, not track specific and focused on data gathering and correlation exercise

Revised front wing endplate with new diveplane and new footplate vane arrangement Further step applied to the new geometry introduced in the previous race in Spain, consolidating the original flow features and performance objectives of this front wing

and Cooling Increased cooling inlet and outlet sections, updated lower deflector, re-optimized rearward winglet cluster This update has 2 main objectives: corner cooling via increased inlet/outlet sections, and local loading via lower deflector redesign and winglet loading optimisation, maximizing aerodynamic efficiency

New flaps design with additional trailing edge devices, re-shaped endplate top inboard volume, new pillars.

Also, an optional winglet cascade in the SM fairing volume will be available Part of the standard development cycle, this further iteration of rear wing has been focused on increasing load in a robust way. The additional winglet cascade is meant to increase rear downforce at the expense of aerodynamic efficiency, and is optional.

Updated board brace layout and pick-ups, Front floor and vanes arrangement revision.

Reshaped floor edge curl and revised board foot geometry. This floor development targets a global increase in aerodynamic load across the entire operating range, combined with improved robustness of the underlying flow mechanisms, enhanced flow topology, and greater flow energy delivered to the rear diffuser

Front floor board elements optimisation, single vertical element Seen as a package, the primary aim of these modifications has been to adapt to Monza circuit peculiar characteristics and car aerodynamic efficiency requirements. All the steps have been targeting aerodynamic drag saving, coming along with downforce reduction as a natural consequence, but in a favourable ratio for this track.

Shorter mirror vertical stay and connection to sidepod

Removal of rear brake duct winglet cascade

Slotted central winglet element, trimmed side winglets