In one of the biggest surprises of Formula 1’s new power unit era, the Red Bull-Ford project has reportedly emerged as the benchmark engine according to the FIA’s ADUO evaluation system. The result has stunned many within the paddock, where Mercedes is widely regarded as the true reference point, and could now lead to significant changes to the development concession mechanism as well as future engine regulations.
The implications extend far beyond the current season. Discussions are already underway regarding possible revisions to the ADUO framework, and the outcome could also influence ongoing negotiations surrounding the 2027 Formula 1 power unit regulations.
The surprising ADUO results
So far, the FIA has not publicly released the full ADUO rankings. Instead, according to reports from The Race, the governing body distributed confidential communications to manufacturers during the Monaco Grand Prix weekend, informing each engine supplier of its position relative to the benchmark power unit.
The most surprising revelation was that the Red Bull Powertrains-Ford partnership emerged as the reference point. This came despite the widespread belief throughout the paddock that Mercedes currently possesses the strongest overall power unit package.
Under the ADUO system, Mercedes has reportedly been assessed as having a deficit of between 2% and 4% compared to the benchmark. As a result, the German manufacturer will be entitled to one additional power unit upgrade opportunity during 2026 and another during 2027, on top of the standard development allowance available to all manufacturers at the start of next season.
Ferrari, Audi and Honda have reportedly been classified as more than 4% behind the benchmark. Consequently, all three manufacturers qualify for two additional development opportunities in 2026 and another two in 2027.
The ADUO framework also includes additional categories for manufacturers with deficits exceeding 6%, 8% and 10%. While the number of permitted upgrades remains unchanged within those higher tiers, the benefits increase through additional dyno testing hours and larger exemptions from Formula 1’s budget cap restrictions.
At this stage, however, the FIA has not disclosed exactly which performance brackets Ferrari, Audi and Honda occupy. The governing body has chosen to keep those details confidential, preventing rivals from gaining insight into the precise competitive position of each manufacturer.
Why the results are causing debate
The reported ADUO rankings have generated considerable discussion because they appear to conflict with the perception shared by many engineers, analysts and team personnel. Across the paddock, Mercedes is generally viewed as having the strongest power unit package, particularly when the hybrid system is taken into account.
In reality, the outcome depends heavily on which performance metrics are measured and how much importance is assigned to each one. For that reason, discussions have already begun regarding potential changes to the mathematical formula used by the FIA to calculate the rankings.
Some stakeholders are even considering whether the ADUO mechanism should continue to exist in its current form. The discrepancy between the results and the commonly accepted competitive order has inevitably raised questions about whether the system is accurately measuring overall power unit performance.
How the FIA calculates the rankings
To establish the order among engine manufacturers, the FIA uses a mathematical model based primarily on the performance of the internal combustion engine. The data is collected through standard sensors installed on all cars during the opening races of the season.
Using statistical analysis, the FIA then estimates a performance index for each power unit. The model evaluates power output across different engine speeds while assigning greater importance to the power delivered at the beginning of straights, where acceleration performance is considered particularly significant.
According to The Race, the FIA is now evaluating whether the formula should be revised in order to produce rankings that more accurately reflect real-world competitiveness.
The effectiveness of a Formula 1 power unit is not determined solely by peak power output. Instead, it is the overall package and its contribution to lap time that ultimately matters. Factors such as drivability, hybrid deployment, energy recovery efficiency and integration with the chassis all influence performance.
For example, the FTM flap positioned behind the exhaust can generate additional aerodynamic load at the expense of engine power. Likewise, a smaller turbocharger may sacrifice peak horsepower at high engine speeds while improving responsiveness and low-speed acceleration.
These compromises are central to modern Formula 1 engineering, yet they are not fully reflected in the current ADUO calculations.
Interestingly, FIA Single-Seater Director Nikolas Tombazis revealed earlier this year that a more sophisticated formula had already been proposed to manufacturers.
“Roughly a year ago, we offered the manufacturers a slightly more complicated formula that also took these parameters into account,” Tombazis explained in April. “They were fairly categorical in saying that they did not want it, so at the moment we do not apply corrections of that nature.”
Possible changes to the ADUO system
Now that the first results have been produced, the FIA may revisit the idea of introducing a more comprehensive formula. Such an approach could include additional variables beyond raw combustion engine power, potentially creating rankings that better match the competitive picture seen on track.
Another possibility is the complete elimination of the ADUO mechanism. However, such a move would immediately raise questions about how manufacturers would be allowed to develop their power units under the existing budget cap framework.
The biggest concern for some teams is that Mercedes will not only be allowed to improve its internal combustion engine, but also make changes to much of the overall power unit package. This creates the possibility that the manufacturer could maintain or even extend any technical advantage it already possesses.
As a result, the ADUO system itself is increasingly coming under scrutiny.
The implications for the 2027 regulations
Given the uncertainty surrounding the current rankings, it is perhaps no surprise that Red Bull team principal Laurent Mekies described the FIA’s ADUO communications as provisional. If the system is revised, the introduction of the first upgraded power units could be delayed.
The debate also intersects with ongoing discussions regarding the 2027 power unit regulations. Ferrari previously opposed the proposal to move toward a 60/40 split between combustion-engine power and electrical power from next season onwards.
One of the reasons for Ferrari’s resistance was that such a change would have required substantial modifications to the power unit, potentially reducing the advantages the Scuderia expected to gain through the ADUO concessions.
However, the situation now appears more complex. Mercedes will also be able to introduce upgrades, even if it receives only half the number of opportunities available to Ferrari. That reality could influence Ferrari’s position during future negotiations, particularly depending on whether the FIA ultimately decides to modify the ADUO mechanism and how any revised concession system is structured.
For now, the only certainty is that the first ADUO results have created more questions than answers. What was designed as a tool to help balance competition among manufacturers has instead sparked a broader debate about engine performance, development freedoms and the future direction of Formula 1’s technical regulations.
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