At the fourth of twenty-two rounds in the 2026 season, the management of power unit components is already entering a significant phase. Miami arrives after a lengthy break, and the latest FIA technical documents reveal how several teams have begun rotating major elements—not just for performance gains, but also to build a sustainable usage strategy for the entire championship, especially considering potential updates permitted by the ADUO.
The new 2026 power units require much more delicate planning than in the past. With the removal of the MGU-H and a significantly higher reliance on the electrical side, reliability, cooling, and energy management have become central factors over such a long season (even though it has been reduced by two events).
The 2026 regulatory framework
The regulatory landscape is defined by Article B8.2 – Power Unit Limitations & Usage of the Sporting Regulations, which establishes the maximum number of components allowed, the counting criteria, and the penalties for exceeding these limits. Throughout the championship, each driver is typically permitted to use:
- 3 Internal Combustion Engines (ICE)
- 3 Turbochargers (TC)
- 3 Exhaust Systems (EXH)
- 2 Energy Stores (ES)
- 2 Power Unit Control Electronics (PU-CE)
- 2 MGU-K
- 5 Power Unit Ancillary Components (PU-ANC)
When a driver exceeds the limit for a specific category, grid penalties are triggered: the first extra unit costs 10 positions, while every subsequent additional element of the same category incurs a 5-position penalty. Penalties are cumulative and applied at the first event where the new component is fitted. If multiple extra units of the same type are introduced during the same weekend, only the last one can be used in subsequent Grands Prix without generating new sanctions. However, parts classified as “EXC” or minor parts remain replaceable without penalty, provided the work is carried out under FIA supervision using compliant components.
Specifically for 2026, as it is the first year of the new technical cycle, the regulations grant every driver one supplementary unit for each category. Therefore, the limits increase to 4 ICE, 4 TC, 4 EXH sets, 3 ES, 3 PU-CE, 3 MGU-K, and 6 PU-ANC.
For this season, there is also a specific derogation for power unit manufacturers debuting in the regulatory cycle, such as Ford and Audi, who can count on an additional unit for every category. Furthermore, the FIA retains the possibility to review these limits should widespread reliability issues emerge.
Updated table of parts used by each driver in 2026
(Data updated based on the FIA communication regarding new PU elements introduced for the 2026 Miami GP)
| No. | Team | Driver | ICE | TC | EX | MGU-K | ES | PU-CE | PU-ANC |
|---|---|---|---|---|---|---|---|---|---|
| 81 | McLaren Mercedes | Oscar Piastri | 2 | 2 | 2 | 1 | 1 | 1 | 2 |
| 01 | McLaren Mercedes | Lando Norris | 2 | 2 | 2 | 1 | 3 | 3 | 3 |
| 63 | Mercedes | George Russell | 2 | 2 | 2 | 1 | 2 | 2 | 3 |
| 12 | Mercedes | Kimi Antonelli | 2 | 2 | 2 | 1 | 1 | 1 | 3 |
| 03 | Red Bull Ford RBPT * | Max Verstappen | 1 | 1 | 1 | 2 | 1 | 1 | 2 |
| 06 | Red Bull Ford RBPT * | Isack Hadjar | 2 | 2 | 2 | 2 | 3 | 3 | 2 |
| 16 | Ferrari | Charles Leclerc | 2 | 2 | 2 | 2 | 1 | 2 | 2 |
| 44 | Ferrari | Lewis Hamilton | 2 | 2 | 2 | 2 | 1 | 2 | 2 |
| 23 | Atlassian Williams Mercedes | Alexander Albon | 2 | 2 | 2 | 1 | 1 | 1 | 2 |
| 55 | Atlassian Williams Mercedes | Carlos Sainz | 2 | 2 | 2 | 1 | 2 | 2 | 3 |
| 41 | RBR Ford RBPT * | Arvid Lindblad | 1 | 1 | 1 | 1 | 1 | 1 | 1 |
| 30 | RBR Ford RBPT * | Liam Lawson | 1 | 1 | 2 | 1 | 1 | 1 | 1 |
| 18 | Aston Martin Aramco Honda | Lance Stroll | 2 | 2 | 2 | 1 | 3 | 3 | 4 |
| 14 | Aston Martin Aramco Honda | Fernando Alonso | 2 | 2 | 2 | 1 | 2 | 2 | 4 |
| 31 | Haas Ferrari | Esteban Ocon | 1 | 1 | 1 | 1 | 1 | 2 | 2 |
| 87 | Haas Ferrari | Oliver Bearman | 1 | 1 | 2 | 1 | 2 | 2 | 1 |
| 27 | Audi * | Nico Hulkenberg | 1 | 1 | 1 | 3 | 1 | 1 | 1 |
| 05 | Audi * | Gabriel Bortoleto | 1 | 1 | 1 | 3 | 1 | 1 | 2 |
| 10 | Alpine Mercedes | Pierre Gasly | 2 | 2 | 2 | 1 | 1 | 1 | 2 |
| 43 | Alpine Mercedes | Franco Colapinto | 2 | 2 | 2 | 1 | 1 | 1 | 2 |
| 77 | Cadillac Ferrari | Valtteri Bottas | 1 | 1 | 1 | 1 | 1 | 2 | 2 |
| 11 | Cadillac Ferrari | Sergio Perez | 1 | 1 | 1 | 1 | 1 | 1 | 1 |
* New manufacturer with derogation (1 extra unit per category)
The current situation on the grid
The latest FIA update regarding the 2026 Miami Grand Prix significantly broadens our understanding of power unit component usage, with several drivers introducing new elements across ICE, Turbo, Exhausts, MGU-K, Energy Stores, Control Electronics, and Ancillary components.
The most evident trend concerns many Mercedes and Ferrari-powered cars, which are moving to their second units of ICE, TC, and EXH. This is a rotation that remains fully within the legal limits, but it serves as a useful indicator of how teams are distributing mileage in the early part of the season.
Ferrari is also introducing a new MGU-K for both Charles Leclerc and Lewis Hamilton. Meanwhile, over at Audi, Nico Hulkenberg and Gabriel Bortoleto have moved onto their third units; however, by utilizing the derogation granted to new power unit manufacturers, they avoid any grid penalties.
The situation to monitor most closely involves Lance Stroll, who has reached three units for his Energy Store and PU-CE, and has moved up to four Ancillary components. Lando Norris also remains in a sensitive zone with three ES, three PU-CE, and three PU-ANC units used, while Russell, Antonelli, and Sainz have all reached the count of three for their Ancillary components.
The Miami Grand Prix therefore marks a turning point for 2026 engine strategies as teams balance the introduction of fresh components with the long-term reliability demands of a grueling championship. This data highlights the critical management of the new technical regulations as the field navigates the early season hurdles.
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