Ferrari is undergoing major changes. As aerodynamicist Enas Tas departs for Mercedes, two key engine specialists who were working on the 2026 power unit have chosen to follow Mattia Binotto to Audi. For the German manufacturer, these are highly significant signings, while for Ferrari it raises questions at a time when the Scuderia is already dealing with reliability concerns linked to very extreme technical choices.
At Maranello, the racing department is in the middle of a major turnover just before the sport enters a regulatory revolution. Many engineers, who may not have been well known to the public but were highly influential within the team, are moving elsewhere.
In Formula 1, gaining insight into rivals’ projects can prove extremely valuable. It helps teams understand where competitors stand, beyond the quality of their own designs, and also offers a chance for substantial salary increases, even in an era governed by the budget cap.
Mercedes, for example, has secured the services of Enas Tas, an aerodynamics specialist in cooling who had over ten years of experience at Maranello. It is no secret that McLaren, a Mercedes customer team, has developed a more efficient cooling system for its power unit, and James Allison together with Simone Resta are working hard to close the gap to the cars from Woking.
At the same time, there is significant movement between Ferrari and Sauber, which is in the process of transforming into Audi. Franck Sanchez, formerly an aerodynamicist at Hinwil, has joined the Scuderia, while tunnel expert Ioannis Veloudis has moved in the opposite direction to Switzerland. Sanchez now reports to Diego Tondi but will enjoy considerable independence as head of aero development for the 678 project.
While the focus is often on chassis, the engine – or more precisely, the power unit – is just as critical. Under Enrico Gualtieri, the engine department is experiencing turbulence, with several new specialists arriving from Alpine and a few from Mercedes. On the other hand, two highly important figures are leaving Maranello and are likely to take other engineers with them. Both Wolf Zimmermann and his deputy Lars Schmidt are heading to Audi’s Motorsport Competence Center in Neuburg. Zimmermann, father of the current 066 engine, was Head of ICE Research and Development, while Schmidt was Technical Head of Performance Development for the ICE. Despite being pursued by Audi, Gualtieri has chosen to stay at the helm in Maranello.
Zimmermann, known as the tall German who often wore a wide-brimmed hat, joined Ferrari from Mercedes eleven years ago thanks to Mattia Binotto. He was the architect of the Superfast engine, which is still occasionally referenced within the racing department. For Audi’s Formula 1 project, his name was at the top of the recruitment list. Together with Lars Schmidt, who has already left the Scuderia, Audi will reform a bold duo, known for pushing extreme technical solutions in close cooperation with AVL, the Austrian research center that has long collaborated with Ferrari.
Binotto, aware of the challenge in producing a power unit with 50% internal combustion and 50% electric power, is relying on engineers with vast experience. His goal is to make full use of the ADUO (Additional Development Upgrades Opportunities) that the FIA will grant to manufacturers who start the new regulatory cycle with a performance deficit. Within Ferrari, talk of Zimmermann and Schmidt’s departure had circulated for months, and the question now is how much the Scuderia stands to lose.
Some observers suggest this is a “flight” prompted by unresolved issues with Ferrari’s turbo V6, which has been designed with very extreme parameters. In pursuit of combustion pressures and temperatures never reached before, modifications to cylinder heads have been required to prevent reliability problems. This is one reason why many in the paddock still regard the Mercedes power unit as the benchmark, placing Ferrari slightly behind. Mattia Binotto, however, gains two very experienced specialists, while Ferrari may yet avoid a dead end with its restructuring, even though the series of exits is certainly cause for concern.
These changes, however, have not come as a surprise to Enrico Gualtieri. The Modena-born engineer in charge of the engine department is confident he remains fully in control. Reinforcements from Viry-Châtillon, arriving without gardening leave restrictions, and others from Brixworth will cover the vacant positions.
The development of Ferrari’s next power unit is now under the leadership of Davide Mazzoni. There is no panic inside the Racing Division, but rather a strong need to work carefully and methodically to meet the project’s targets. For example, the hybrid battery has been designed to be lightweight and very compact, giving the chassis department and aerodynamic group more freedom in their design choices.
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