The 2026 Formula 1 regulations are fast approaching, promising a seismic shift in technical design and power unit philosophy. Yet, no team has embraced the coming revolution with the sheer, unapologetic audacity of Scuderia Ferrari.

Under the firm and fearless direction of Team Principal Fred Vasseur, the famous Maranello factory is not merely adapting to the new rules—it is tearing up its own cautious playbook in favor of a high-stakes, high-reward approach that could either usher in a new era of dominance or result in one of the most spectacular failures in the team’s storied history.

The car, internally codenamed Project 678, is more than just a new chassis; it is the physical manifestation of Vasseur’s demand for bravery, a bold statement against the incremental, risk-averse development cycle that has long plagued the team.

Everything about the 2026 car—from its revolutionary power unit changes to its radical aerodynamic and suspension concepts—screams courage, making it Ferrari’s first true car built without conservative constraints. It is a technological gamble designed to hit the ground running, a deliberate attempt to capture the initiative in a new regulatory cycle and deliver the World Championship that has eluded the Tifosi for nearly two decades.

Fred Vasseur’s Mandate: Be Brave

For years, critics have argued that a culture of fear and internal blame stifled creativity within the walls of Maranello. Fred Vasseur’s primary contribution has been less about a single technical directive and more about a wholesale cultural overhaul. His message to the Ferrari personnel is unequivocal: be brave, be courageous, and be adventurous. No more half-measures. This internal shift is designed to foster a working atmosphere where creativity is prized, collaboration between departments is seamless, and mistakes are viewed as necessary steps toward innovation, rather than career-ending offenses.

This newfound cultural courage is the very bedrock of Project 678. The technical team, liberated from the shackles of past conservatism, has been given the license to pursue ‘extreme solutions’—a philosophy that dictates building the fastest possible car, even if it carries the inherent risk of a major design flaw. They are going all guns blazing, aiming not just to compete, but to dominate from the first race of 2026. This aggressive stance is evident in the fact that the design process has already progressed far beyond the conceptual stage. According to reports, the new chassis is not just on the drawing board—it is currently locked in production.

The Chassis: A Point of No Return

The decision to begin the production of the chassis this far in advance of the 2026 season signals Ferrari’s immense confidence in their foundational blueprint. The initial chassis already has the power unit placement, cooling layout, gearbox dimensions, crash structures, and crucial suspension mounting points finalized and set in stone. This early commitment is the opposite of the cautious approach seen in previous years, where flexibility often came at the expense of an aggressive design envelope.

This is a point of no return. By locking in these foundational elements now, Ferrari is betting that their revolutionary design choices are fundamentally correct. The team is already preparing this initial chassis for the crucial FIA crash tests, which will validate its structural integrity. This level of early production demands exceptional collaboration and belief across the various departments, transforming Vasseur’s cultural mandate into a physical reality.

The Suspension Bombshell: A Leap Back to Go Forward

The most sensational technical detail to emerge about Project 678 is the radical overhaul of the suspension system, which features a return to a double push-rod layout, a configuration not seen on a Ferrari F1 car since the 2010 F10 model that Fernando Alonso nearly drove to a championship.

The Aggressive Front End

The front suspension is set to revert to a push-rod system, moving away from the pull-rod design that caused aerodynamic headaches and performance inconsistencies in the final years of the current ground effect era. This is not just a return to a tried and tested layout; it’s an application of an aggressive, cutting-edge geometry.

Under Vasseur’s direction, the team has reportedly taken a direct leaf out of McLaren’s playbook, particularly the aggressive anti-dive philosophy seen on the MCL39. The geometry for Ferrari’s front suspension will incorporate extremely high anti-dive characteristics and more radical pickup points. This is done to achieve a dynamically stable platform under braking, manipulating the relationship between the chassis and the road surface to allow for an aerodynamically cleaner suspension arm layout. These clean surfaces are vital for ensuring perfect airflow management toward the crucial sidepods and floor edges, effectively turning the suspension components into aero devices themselves.

The Radical Rear: Inverted Wishbones

While the front push-rod is an aggressive evolution, the rear suspension is the true bombshell. Ferrari is not only reverting to a push-rod rear suspension—a choice deemed highly radical in the modern F1 landscape—but they are also planning to invert the wishbones compared to recent Ferrari designs.

This inversion is a technical masterstroke—or folly—that completely changes the car’s dynamic and aerodynamic structure. It requires entirely new load paths through the rear of the car, demanding new gearbox casings and structural layouts to accommodate the revised kinematics. Crucially, the inverted wishbones fundamentally change the air wake and flow structures around the critical diffuser area. This single suspension decision forces the creation of a completely new and brand-new aero map for the entire 2026 car.

Changing the rear suspension configuration is a colossal undertaking. It requires thousands of hours of computational fluid dynamics (CFD) work and extensive wind tunnel testing to ensure the design yields performance without aerodynamic side-effects. The fact that Ferrari has committed to this high anti-squat, high anti-dive setup, incorporating sweeped wishbone geometries and extreme rod angles, indicates a total dedication to using every mechanical component to manipulate airflow, chasing the cutting edge of technology that Red Bull and McLaren have successfully exploited.

The Drivers’ Verdict: Positive, But Cautious

The most critical factor in validating such an extreme design is the feedback from the drivers themselves. Both Charles Leclerc and the incoming superstar, Lewis Hamilton, have reportedly spent time in the Maranello simulator testing the core concepts of Project 678.

Internal sources indicate that the feedback has been “extremely positive.” While this is encouraging for the Tifosi, it must be treated with a degree of journalistic caution. A positive simulator result is relative—it means the car feels better than the current SF-25 and its pull-rod predecessors. It does not guarantee that the design will be the fastest on the 2026 grid against the equally revolutionary designs from rival teams.

However, the fact that two of the most experienced and fastest drivers in the sport have signed off on the fundamental feel of the radical kinematics offers a significant boost of confidence. Hamilton’s early involvement is particularly noteworthy, allowing the team to integrate his decades of world-class developmental experience into the car from its genesis.

The Looming Specter of Risk

This entire venture is an extreme, high-risk, high-reward strategy. The risk is immense and undeniable. If the complex interplay between the ultra-aggressive suspension kinematics and the new aero map proves fundamentally flawed—for example, if the inverted wishbone design creates unintended aerodynamic consequences—it would not be a simple fix. Such a major overhaul would likely require substantial re-engineering of the chassis components and a complete reset of the car’s aerodynamic philosophy, a process that could effectively cost Ferrari an entire season of development and contention.

Yet, history offers the Tifosi a ray of hope. Ferrari has consistently demonstrated a unique ability to start new regulation cycles strongly. This trend was evident in 2017, where they came out of the gate strongly with a competitive car, and again in 2022, at the dawn of the ground effect era. While they have struggled with in-season development and maintaining their championship momentum, the initial jump into a new rule set often sees them executing their core vision effectively.

Project 678 is Fred Vasseur’s opening gambit, a cultural and technical declaration of intent. It is an acknowledgment that to beat the best, you cannot simply follow; you must invent, innovate, and dare to fail spectacularly in the pursuit of ultimate success. For Ferrari, the 2026 car is not just a chance to win, but a chance to redefine who they are—a brave, adventurous, and championship-capable powerhouse. Only time, and the unforgiving asphalt of the racetrack, will reveal whether this extraordinary technical leap will lead to the ultimate triumph or the most catastrophic of falls.