Ferrari has returned to Bahrain for the second and decisive phase of pre-season testing with a package of aerodynamic updates and a fresh power unit, after the unit that had originally debuted during the Fiorano shakedown successfully completed the full distance of two demanding test sessions, first at the Circuit de Barcelona-Catalunya and then at the Bahrain International Circuit in Sakhir, covering a total of more than 4,300 kilometres. This extensive mileage has allowed the engineers and technicians in Maranello to gather a vast amount of data under different track conditions, temperatures and fuel loads, all of it crucial ahead of the season-opening round in Melbourne.
The standout and particularly striking figure emerging from the data collected so far is that the 067/6 power unit is understood to have completed a cumulative distance equivalent to 14 full Grands Prix without showing any significant reliability issues. In modern Formula 1, where power units are pushed to the absolute limit of performance and efficiency, such durability over long runs is anything but guaranteed. The only minor problem that surfaced during the final day of running in Sakhir was the engine shutdown that occurred just a few laps before the end of Lewis Hamilton’s long run simulation.
Team principal Fred Vasseur later clarified that this was not a failure in the traditional sense. Instead, he explained that the team had deliberately carried out a fuel pick-up test in order to determine the exact quantity of fuel that must remain inside the tank to comply with the FIA’s strict requirement of retaining at least one litre at the end of the race. This sample is mandatory for potential post-race fuel conformity checks and chemical analysis. According to Fred Vasseur, the test was designed to simulate a race-ending scenario as realistically as possible.
Evidently, real-world fuel consumption turned out to be marginally higher than what the Maranello team’s pre-event simulations had predicted. However, rather than being seen as a concern, the data gathered from this exercise has been considered extremely valuable and positive for planning the next series of full Grand Prix simulations. Understanding the precise margins between theoretical calculations and actual track behaviour is fundamental for optimizing race strategy. The power unit will now undergo detailed wear and stress inspections by the staff led by Enrico Gualtieri, Ferrari’s technical director for the engine department, who will carefully analyse every component to ensure that performance and reliability remain aligned.
From Wednesday onwards, the Scuderia will therefore have a completely fresh unit available for installation in the SF-26, and it is highly likely that the team will also opt to use a fresh gearbox assembly. The reason behind this choice is closely linked to the new energy recovery and deployment strategies being explored during testing. These strategies involve using a shorter gear ratio than those typically adopted in recent seasons, or selectively employing certain shorter ratios to increase engine revolutions and consequently reduce turbo response delay.
Such an approach, while beneficial from a performance perspective, inevitably generates significantly higher mechanical loads on the individual gears and on the gearbox casing as a whole. The increased rotational speeds and torque spikes place added stress on the transmission components. For that reason, engineers may evaluate the need for structural reinforcements or material upgrades in order to prevent potential failures over a full race distance. Reliability remains a decisive factor in a championship that often rewards consistency as much as outright speed.
Importantly, this is not a matter that concerns only Ferrari and its customer teams. Across the entire Formula 1 paddock, all teams are closely monitoring transmission wear and durability trends during these test sessions. Somewhat unexpectedly, under the current technical regulations, gearboxes could once again take on a more pronounced performance-related function rather than being purely reliability-focused components. Fine-tuning gear ratios and shift strategies could offer marginal yet crucial advantages in acceleration phases and energy harvesting.
It is no secret that during the conceptual and design phase of the 067/6 power unit, Ferrari deliberately opted for a smaller Honeywell turbine compared to the Mercedes power unit, for example. This engineering decision was made with a very specific objective in mind: to better control and minimize turbo lag. By reducing the size of the turbine, Ferrari aimed to achieve a more immediate throttle response, particularly during traction-limited phases.
The strategic goal behind this configuration is to limit the reliance on the MGU-K during acceleration, thereby conserving a greater portion of electrical energy for deployment along the straights, where top speed and sustained power delivery can make a measurable difference in lap time. In a championship fight where overtaking opportunities are often dictated by energy management, such an advantage could prove decisive.
However, the potential benefits of this smaller turbine configuration could become even more significant during the highly critical race start procedure. The launch phase is one of the most complex and sensitive moments of a Grand Prix, requiring perfect synchronization between engine revs, clutch bite point, torque delivery and traction control systems.
The start simulations observed in Bahrain suggest that, in order to build up sufficient boost pressure within the turbocharger system to guarantee optimal launch performance, it is necessary to push the internal combustion engine to higher rotational speeds. Teams running a larger turbocharger, like for example Mercedes, may require slightly more time to complete the correct start sequence and achieve the ideal boost pressure before the lights go out.
During the sessions in Sakhir, it was noted that approximately 10 seconds are required to activate and fully arm the start system. According to discussions within the paddock, this is a time window that arguably should be granted to the last driver arriving at their grid slot. Drivers positioned on the front rows would otherwise have sufficient time to prepare and arm the procedure well in advance, potentially creating disparities in preparation timing across the grid.
Ferrari’s strategic choice of the smaller turbine was also influenced by these considerations related to race starts. For this reason, the Maranello-based team is of course firmly opposed to any regulatory changes in this specific area. The internal belief is that altering the procedure at this stage would penalize teams that have already optimized their hardware around the current framework.
McLaren team principal Andrea Stella raised concerns from a safety standpoint, indicating that if a car were to fail its start and stall dangerously in the middle of the pack, the consequences could be serious. In a tightly packed field, where drivers launch almost simultaneously, even a minor delay could create hazardous situations. Andrea Stella’s argument centred on the need to ensure that performance-related innovations do not inadvertently compromise safety.
It now remains to be seen what topics will be formally addressed at the upcoming F1 Commission meeting scheduled for later this week. There is a strong perception within the Formula 1 paddock that compromises may be sought on the various technical and regulatory matters currently under discussion. Among these topics are not only start procedures and gearbox durability, but also sensitive technical questions such as the Mercedes engine compression ratio, which has attracted attention from rival teams.
As Ferrari continues to prepare the debut of the SF-26 for the Australian Grand Prix in Melbourne, the focus remains on balancing outright performance with long-term reliability. The data gathered in Bahrain, combined with the fresh power unit and aerodynamic refinements, will play a decisive role in determining the competitive order at the start of the 2026 Formula 1 season.
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