Details surrounding the ambitious Ferrari Project 678 have been revealed including the all new power unit, pushrod suspension layout and double-spec testing approach as Formula 1 hurtles toward transformative 2026 regulations.
Codenamed for the Italian team’s next-generation challenger, this machine emerges from Maranello’s engineering crucible amid high expectations, with chassis homologation already secured through successful FIA crash tests conducted at the CSI facility in Bollate before the 2025 season concluded.
Team principal Fred Vasseur openly redirected resources from the underperforming SF-25, halting its aerodynamic evolution by late April to channel wind tunnel efforts into the new Ferrari Project 678.
This strategic pivot comes after a winless 2025 campaign marred by ride-height sensitivities and disqualifications, such as those in China where Lewis Hamilton and Charles Leclerc encountered skid-block and weight issues, fueling an urgent quest for mechanical stability and pace.
The chassis of Ferrari 2026 F1 car stands as a testament to meticulous front-loading of development, passing stringent FIA frontal, side, and rear crash tests on the first attempt—a rarity that positions the Scuderia advantageously in the development race.
Italian media reports highlight how this early green light allows the team to accelerate component integration without regulatory hurdles, a luxury not all rivals enjoy as dyno and simulator hours intensify.
Under the stewardship of chassis technical director Loic Serra, who succeeded Enrico Cardile, the design philosophy emphasizes reliability and balance, revising concepts from the SF-25 to address its inconsistent handling across diverse track conditions.
Innovative Ferrari 2026 F1 power unit
At the heart of Project 678 pulses the all-new Ferrari 2026 F1 power unit, a revolutionary powertrain engineered by technical director Enrico Gualtieri to master the 2026 paradigm shift toward electrification parity.
The internal combustion engine, retaining its 1.6-liter V6 turbocharged configuration since 2014, now delivers approximately 400 kW alongside a tripling of electric output to 350 kW from the MGU-K, forging a true 50/50 power split that elevates total system output beyond 1,000 horsepower.
Absent is the MGU-H, previously harvesting exhaust and turbo energy, compelling engineers to optimize braking regeneration through the sole MGU-K, which demands precise energy management to sustain deployment without full-lap battery drain on high-speed circuits.
Gualtieri emphasizes that software sophistication will differentiate leaders, balancing aggressive electric boosts with recovery efficiency, while drivers like Hamilton and Leclerc gain expanded steering-wheel authority over deployment modes amid regulated pit-wall communications.
Ferrari’s approach embraces calculated risks, including combustion tweaks for 100% sustainable fuels and potential material innovations in cylinder heads.
Auto Motor und Sport reports that Ferrari is trialling a novel cylinder head design made of aluminum alloy for reliability unlike conventional steel—featuring a ‘top-secret intake system.’
This power unit promises not just raw thrust but strategic depth, with active aero integration mitigating energy deficits through drag reduction on straights, heralding a new era where hybrid harmony dictates dominance.
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Return of the pushrod suspension
According to a report from La Gazzetta dello Sport the only changes to the suspension layout will be ‘the elastic response values of components such as torsion bars and heave dampers.’
However, the pushrod suspension has been reintroduced to Ferrari Project 678’s front and rear axles, a layout absent from Ferrari’s rear since the F10 of 2010 that nearly crowned Fernando Alonso champion.
Serra’s influence shines here, opting for pushrods over the SF-25’s pullrod setup to optimize kinematics, mechanical grip, and aerodynamic flow in an era of lower downforce and active elements.
This double pushrod suspension configuration mirrors trends seen in McLaren’s MCL39 and Red Bull’s anticipated RB22, prioritizing packaging that cleans airflow to the vital diffuser region while enhancing ride compliance over bumpy surfaces—a direct antidote to 2025’s sensitivity woes.
The mechanical nuances, though subtle between pushrod and pullrod, profoundly impact anti-dive and anti-squat behaviors, allowing finer tuning of weight transfer under acceleration and braking, crucial for the heavier battery demands of the electric-heavy 2026 F1 regulations.
Post-season Yas Marina testing on the SF-25 mule already validated 2026-ready rear suspension kinematics alongside low-downforce aero and Pirelli’s new 18-inch tires, with Leclerc and Hamilton logging invaluable data to baseline Project 678’s dynamics.
Ferrari 2026 F1 car developed in double-spec for testing
It has emerged that Ferrari will tackle the complex 2026 F1 regulations by effectively producing two different versions of the same car for testing, blending private shakedowns and official sessions to amass mileage before the March 8 Australian opener.
The campaign ignites with a closed-door Barcelona test from January 26-30 at Circuit de Barcelona-Catalunya, where Vasseur plans a stripped-down “Spec A” iteration focused on reliability and systems validation rather than outright speed, maximizing laps across varied corner profiles.
Transitioning to Bahrain International Circuit, two three-day blocks follow: February 11-13 and 18-20, where the Spec B evolution enters the fray, introducing aerodynamic refinements, suspension tweaks, and full power unit integration for Charles Leclerc and Lewis Hamilton to dissect.
Reports confirm Ferrari’s intent for dual-spec parallelism, pitting Spec A against Spec B to accelerate correlation between simulator, wind tunnel, and track realities.
Simulator sessions have already familiarized the duo with updates, building on Abu Dhabi’s mule runs that previewed active aero overrides and hybrid energy flows.
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