Speaking on the sidelines of the Ferrari SF-26 presentation, Enrico Gualtieri, technical director of Ferrari’s engine department, explained that the Mercedes power unit case is far from closed and that further meetings are scheduled in the coming days to find a solution. Gualtieri also highlighted the extensive integration work carried out within the team, made possible by a very open and collaborative approach.
Before addressing the topics currently dominating discussions around power units, such as compression ratios and fuel specifications, Enrico Gualtieri wanted to underline the difficulties involved in entering a new Formula 1 era that introduces an electric power unit with almost the same output as the internal combustion engine.
“We are only at the beginning of a new journey. As far as the power unit is concerned, the 2026 regulations introduce a series of major changes. In reality, the three most important ones are: first, the increase in electrical power through the use of a single MGU-K; second, the introduction of a 99% sustainable fuel; and third, the elimination of the MGU-H, which means we return to a standard turbocharged engine.”
Before delving deeper into the most debated power unit topics, including compression ratios and fuels, Enrico Gualtieri once again stressed how complex the transition has been into this new phase of Formula 1, where the electric component will deliver power levels very close to those of the internal combustion engine.
“We are only at the beginning of a new journey. As far as the power unit is concerned, the 2026 regulations introduce a series of major changes. In reality, the three most important ones are: first, the increase in electrical power through the use of a single MGU-K; second, the introduction of a 99% sustainable fuel; and third, the elimination of the MGU-H, which means we return to a standard turbocharged engine.”
“These major innovations required a different approach to the philosophy behind power unit design. We focused on the internal combustion engine to make it more efficient, because energy flow limits will be a key point in development. On the other hand, the hybrid system has also undergone huge changes, not only in terms of design, so its functionality will be crucial for development.”
Gualtieri was keen to highlight one aspect that could distinguish Ferrari, which produces the entire SF-26 within the same factory.
“The power unit has increasingly become, and certainly more than ever before, an integral part of the overall architectural change of the car. Every aspect of the vehicle has been perfectly integrated after hard work that resulted in ever-closer collaboration between the power unit team, the chassis department, the trackside team, engineering, and also the driver, with his feedback from the circuit.”
Contrary to what is sometimes suggested from the outside, this paints the picture of a very united Scuderia. The SF-26 that will take to the track will be the expression of a team determined to put recent disappointments behind it through hard work and, hopefully, strong results.
Even before the engines have run on track, controversy has already emerged around the Mercedes power unit, which could enjoy a significant technical advantage by increasing the compression ratio at operating temperature, while FIA checks are carried out at ambient temperature.
“We are still addressing the topic together with the FIA. We are discussing it with them. Yesterday there was a technical meeting, and we will have another one in the coming days, when the Power Unit Advisory Committee meets. So the topic is still on the table. We firmly trust that the issue will be handled in the correct way, by examining the procedures and governance provided by the regulations. We firmly believe that progress can be made in the coming days or weeks.”
The FIA allows manufacturers that are struggling to carry out one or two engine updates if their performance is significantly lower than that of the leading competitors.
“The ADUO offers development opportunities during the season. It is a new process for the FIA, just as it is for the manufacturers. I think it is a useful new process, one that we will need some time to get used to. Obviously, we will remain in contact with the FIA if any doubts arise. For the moment, it is fine like this.”
What have been the main difficulties encountered with the adoption of biofuels?
“We will use advanced sustainable fuels. I can say that it is not a major change in terms of final composition. Ultimately, the fuel should be designed almost like before, because in the end what will matter are the molecules and the properties that these molecules can achieve and, in some way, implement. So the engine’s appetite will not change much compared to what we were used to in the past.”
“The real major change compared to the past is that the fuel must now comply with restrictions in the supply chain, in the choice of raw materials, for sustainability reasons. This is an additional point to consider, alongside the search for performance and efficiency that we have always pursued in a fuel. This is something that has changed the way we and fuel suppliers have defined what the correct design of a fuel should be.”
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