Having won the last two rounds at Spa and Monza, which are both typically high-speed circuits, the low-speed frailties of the SF90 were less exposed.
At maximum downforce, Singapore is expected to be a weaker circuit for the Ferrari team, as the plethora of tight, 90-degree corners mean that a lot more aerodynamic balance is needed to achieve a precise turn-in and a speedy exit.
Ferrari SF90, side
To increase the maximum downforce available, the T-wing returns to the rear of the engine cover, as does the full-chord rear wing.
Elsewhere on the grid, Alfa Romeo has made a number of changes to the rear of its car to boost the level of downforce produced.
For Singapore, the team has brought a new T-wing with a bottom double element to eke out a few extra measures of downforce.
The rear wing endplates have also been changed for a design which resembles Mercedes's concept, adding small vortex generators to the rear section.
These fins will help to change the structure of the airflow shed from the rear wing, assisting with the overall downforce output by limiting the vorticity of the top corners which can upset the pressure distribution over the wing.
Alfa Romeo has also made changes to its own nose 'cape', adding a pair of slots to channel airflow under the nose with further control.
Alfa Romeo Racing C38, rear