In Maranello, the new French Technical Director Loic Serra has just come on board. Arriving from outside in a prominent role, it is important for the former Mercedes employee to fully understand the organizational structure of Ferrari, which is not exactly the most streamlined in Formula 1, particularly the leadership of the various design departments, including the wind tunnel unit managed by Loic Bigois. At this stage of the 2024 Formula 1 championship, work is ongoing in the Maranello factory on three simultaneous projects: first of all, the simulations of the very latest technical updates already approved for the SF-24 single-seater in preparation for the upcoming triple-header which will take place in Austin, Mexico, and Interlagos. At the same time, intense development is focused on the project 677, the Ferrari single-seater for the 2025 Formula 1 season, which is undergoing more changes than expected, especially in areas of the car that seemed untouchable. Last but not least, there is a specific team dedicated to the 2026 project, when the new generation of Formula 1 cars will hit the track according to the new rules and regulations.
The first Ferrari power unit model for 2026, known as 678/2026, will be designed very soon, and Enrico Gualtieri’s power unit department is in the midst of a development curve.
The development of the new 2026 power unit is therefore at an important stage; while it develops, reliability tests are being conducted, and each step passed allows for further development. Currently, there are no significant limitations. Everything is proceeding in an orderly manner concerning the expected understanding targets. More than one neutral engine supplier thinks that, in terms of architecture, no one is as prepared as Mercedes and Ferrari, and that they will be strong at least in the first year. Honda is the big question mark because they are now in a position that has nothing to do with 2014. Aramco can experiment better with fuels that will be 100% bio. Since last year, Formula 2 and Formula 3 have collaborated with Aramco to pave the way for low-carbon fuels. Audi is chasing, as former Ferrari team principal Mattia Binotto admitted, despite having eliminated the Motor Generator Unit – Heat; their understanding curve is not at the level of the top teams. On the other hand, Renault has already given up.
All engineers say the same thing: the draft has been defined, but whatever the final codes of the 2026 regulations may be, the powertrain will dictate the engagement rules with the chassis. Firstly, because the state of the work, considering cooling requirements for the powerful battery as well as the internal combustion unit, will necessarily be much more advanced, despite the fact that the latter will have less impact. The second point is that, unlike current cars, a huge percentage of downforce in corners will return to being provided by wing adjustments. Theoretically, we should expect many more adjustments available in terms of flaps. Achieving the required power target helps the cars use the correct downforce in corners, not to mention their behavior at low speeds, in ‘Z mode’, meaning with maximum drag.
Looking back at the Ferrari restructuring process under the careful guidance of Ferrari team principal Frederic Vasseur, there will be several engineers coming from Renault, but no big names; the head of the aero-chassis technical office is essentially the same, with Loic Serra replacing Enrico Cardile. However, Ferrari has renewed about 10% of its purely technical staff, which is a bit more than usual. On the other hand, some profiles with high salaries have left, making way for new monthly entries with experience. The turnover with acquisitions from competitors helps to fill gaps or see if there are opportunities to further strengthen strategic areas, as recently reported by F1 experts Paolo D’Alessandro and Giuliano Duchessa for formu1a.uno.
The most talented ‘young’ designers have been promoted for aero studies. The new talents developed by the Ferrari engineering academy, now in its 10th year, are producing notable results. There have been few arrivals and departures among the power unit engineers. If there is a stable mood in Maranello, it is certainly in the power unit department. Enrico Gualtieri (as well as Diego Tondi) had no intention of moving, which has secured the department’s core structure. Contrary to what was interpreted after some comments from Renault CEO Luca De Meo, no significant figures are expected from Viry-Chatillon in Maranello, probably just a few junior technicians. Other constructors may be more interested in picking up some redundancies following the dramatic abandonment of the Renault 2026 power unit project.
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