Ferrari’s most significant upgrade in Miami was one that few people noticed – The Italian team arrived at the Miami Grand Prix with one of the most extensive aerodynamic update packages of the 2026 Formula 1 season. Much of the attention was focused on the highly visible changes, including the reverse rear wing solution and the revised FTM profile positioned ahead of the exhaust.
However, the most significant development on the SF-26 was arguably hidden in plain sight. The Scuderia introduced a significant redesign of the flow-conditioning area in front of the sidepods, as well as subtle yet highly significant changes to the floor edge and underbody management.
These modifications were not designed purely to create more peak downforce. Instead, Ferrari aimed to improve the consistency and stability of the aerodynamic load generated by the car.
This distinction is extremely important in modern Formula 1.
While a car can theoretically produce strong downforce figures in ideal conditions, if that load becomes unstable under braking, over kerbs, in traffic or during direction changes, the driver will quickly lose confidence. The result is often increased tyre degradation, inconsistent balance and an unpredictable car that is harder to push to its limits.
Ferrari’s engineers appear to have recognised that this has been one of the SF-26’s biggest weaknesses.
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Why Ferrari redesigned the sidepod deflectors
The underfloor remains one of the dominant aerodynamic contributors to modern Formula 1 machinery, even after regulation changes reduced the extreme dependency seen during the early ground-effect era.
In order to generate efficient downforce, the floor must maintain an area of very low pressure beneath the car. The problem is that this region is extremely sensitive to disturbed airflow entering from the sides.
Once turbulent air contaminates the low-pressure zone, the floor loses efficiency and the aerodynamic platform becomes inconsistent. Drivers experience this as reduced grip and a car that feels nervous on corner entry and unstable on traction.
Ferrari’s revised sidepod deflectors were specifically designed to combat this issue.
Aero ‘quality’ is far more important than pure downforce
Rather than acting like the bargeboards seen in older Formula 1 cars, these structures function as flow-conditioning devices. They carefully control the pressure gradient between the airflow travelling outside the car and the low-pressure region beneath the floor.
The geometry of the new elements creates highly controlled vortex structures that effectively seal the floor edge from external turbulence.
Compared to the earlier SF-26 specification, the Miami package introduced a far more sophisticated arrangement ahead of the sidepods. Rather than relying on one dominant aerodynamic surface, Ferrari added multiple overlapping vertical elements.
This enables the airflow to be guided progressively and with greater stability towards the floor edge.
This evolution reflects a wider aerodynamic trend in Formula 1 in 2026, where teams are focusing more on flow quality than on achieving maximum downforce.
Ferrari’s real problem remains the engine deficit
Therefore, the gains from Ferrari’s Miami package cannot be measured purely in terms of additional load figures.
The real target is aerodynamic stability. A car with a stable aerodynamic platform enables drivers to tackle corners with greater confidence, preserve tyre life more effectively and perform consistently throughout a stint.
This is becoming increasingly important for Ferrari, as the SF-26 still appears to suffer from a notable power deficit compared to the Mercedes-powered leading teams.
Both McLaren and Mercedes have demonstrated an ability to take corners less aggressively before making up lost time on the straights thanks to superior engine performance.
Ferrari does not currently possess that luxury
Consequently, Charles Leclerc and Lewis Hamilton often need to push the car harder in the corners to stay competitive, placing greater emphasis on aerodynamic consistency and tyre preservation.
The Miami upgrades were clearly aimed at addressing this weakness.
Ferrari also revised the floor edge slots and the so-called ‘mouse hole’ section on the outer floor area — one of the car’s most aerodynamically sensitive regions.
These components work together as part of a complete aerodynamic chain.
First, the sidepod deflectors prepare and guide the airflow. The floor edge structures then attempt to maintain the low-pressure seal underneath the car before the diffuser efficiently extracts the airflow at the rear.
If the airflow becomes disturbed at any stage, the entire aerodynamic platform is affected.
However, when managed correctly, the floor can produce stronger and more efficient downforce at a lower drag cost.
Hamilton’s damage exposed Ferrari’s hidden vulnerability
This is why the damage Lewis Hamilton sustained early in the race in Miami proved so significant.
After making contact with Franco Colapinto on the opening lap, Hamilton lost the left-side deflector assembly on his SF-26. On paper, this equated to a loss of approximately 20 points of downforce.
However, the true performance loss extended far beyond this figure.
Unlike front wing damage, where the effect is immediately visible and relatively linear, losing these flow-conditioning elements disrupts the entire aerodynamic behaviour of the floor.
The underbody continues to function, but in an unordered and unstable way.
This has a cumulative effect throughout a stint. Increased sliding generates higher tyre degradation, balance inconsistency grows over time and the operating window progressively narrows lap after lap.
Reports from Miami suggested that the damage ultimately cost close to half a second per lap — far greater than a straightforward 20-point downforce calculation would imply.
There was also another critical complication.
As Hamilton only lost the left-side deflectors, the SF-26 developed an aerodynamic asymmetry. This meant that the car behaved differently in right-hand and left-hand corners, making balance prediction even more difficult for the seven-time world champion.
Why Ferrari’s update still matters
Ferrari’s Miami package was never expected to transform the SF-26 overnight.
McLaren continues to lead the field aerodynamically, and Red Bull has also made meaningful progress with its latest development cycle. Ferrari is also hampered by what many in the paddock view as a genuine engine shortfall.
Nevertheless, the updates introduced in Miami could prove important in the long term.
The revised deflectors, updated floor edge and diffuser refinements all point towards a clear technical direction focused on improving aerodynamic consistency rather than chasing high downforce figures.
This may be less spectacular than visible wing changes, but stable performance is often more valuable than peak numbers in Formula 1.
Based on the evidence from Miami, Ferrari’s first significant breakthrough with the SF-26 may not have come from generating more downforce, but from learning how to protect it.
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Thiago Treze is a Brazilian motorsport writer at TJ13 with a background in sports journalism and broadcast media, alongside an academic foundation in engineering with a focus on Computational Fluid Dynamics (CFD). This combination of technical knowledge and editorial experience allows Thiago to approach Formula 1 from both a performance and narrative perspective.
At TJ13, Treze covers driver performance, career developments, and key storylines across the Formula 1 grid, while also analysing the technical factors that influence competitiveness. This includes aerodynamic development trends, simulation-driven design approaches, and the engineering decisions that shape race weekend outcomes.
His reporting bridges the gap between human performance and machine development, helping readers understand how driver execution and technical innovation interact in modern Formula 1. Coverage often connects on-track events with the underlying engineering philosophies that define each team’s approach.
With a global perspective shaped by both journalism and technical study, Thiago also focuses on Formula 1’s international reach and the different ways the sport is experienced across regions.
Treze has a particular interest in how Computational Fluid Dynamics and aerodynamic modelling contribute to car performance, offering accessible explanations of complex technical concepts within Formula 1.
With over 30 years of experience in Formula 1 as an insider journalist, I have built trusted connections across the paddock, from race engineers and mechanics to senior team figures. At The Judge 13, I and a handful of trusted colleagues share exclusive Formula 1 news, expert analysis and behind-the-scenes stories you will not find in mainstream motorsport media.
