Davide Mazzoni, Head of ICE at Ferrari, analyzes the Red Bull Ring track where the red cars will be competing for the Austrian Grand Prix weekend. The Italian technician highlights the characteristics of the Styrian circuit that put the turbocharging system of the 066/7 power unit to the test. The technicians led by Enrico Gualtieri have developed new strategies for harnessing hybrid power to increase Charles Leclerc and Carlos Sainz’s overtaking opportunities.
Having gained extensive experience working for three very different brands but also geographically close, Davide Mazzoni is currently the Head of ICE (Internal Combustion Engine) at Ferrari. He returned to the Scuderia eight months ago after a brief stint at Maserati that lasted just over six years.
The Italian engineer, a graduate of the University of Bologna, in addition to being responsible for the development of Trident’s engines, has accumulated a lot of experience in research on e-Fuels, a topic that will become highly relevant with the 2026 power units. Prior to his time at Ferrari, Davide Mazzoni had two work cycles at Ducati, interspersed with his initial appearance at Ferrari. He wanted to return to racing under the leadership of Enrico Gualtieri because racing is in his DNA.
Here is his interview for the official Ferrari website ahead of the Austrian Grand Prix:
For you engine specialists, what at the challenges presented by the Spielberg circuit, especially the long climb up to turn 3?
Davide Mazzoni: “The first sector of the track leading up to turn 3, is made up of slow corners that connect long uphill straights. This section highlights not only the power aspect of the engine, but also its driveability, which is vital to ensure effective acceleration out of the corners. Furthermore, the Spielberg track sits at almost 700 metres above sea level, so that air density is reduced. While this does not affect the turbo engine in terms of performance, its operating range requires specific mappings.”
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There are three long straights where DRS can be deployed. What strains does this place on the power unit?
Davide Mazzoni: “Having three DRS zones on a relatively short track, with some braking points that are very severe but of only short duration, requires an extreme optimisation of the Power Unit’s energy management. The system comprising the ERS, MGU-K, MGU-H and ICE (internal combustion engine), is subjected to the stress of continuous transfer of energy from the recovery phase to its release in the high speed sections, which is essential for setting a good lap time and for overtaking.”
Tell us a bit about yourself. What was the path that brought you to Ferrari and what does working for this company mean to you?
Davide Mazzoni: “Ever since I started studying engineering, I had a dream, which then became a goal, of working for Ferrari. In a career of almost 30 years, I’ve been able to contribute to the development of high-performance engines, for racing applications as well as road-going two and four wheeled vehicles. The first time I experienced working for Ferrari was in the Michael Schumacher era, as young and very enthusiastic engineer, with a desire to do things and I was lucky enough to work as part of an incredible team. I now enjoy this second experience with the same enthusiasm for my work, aware that Ferrari is unique and that being part of it is something that must be deserved on a daily basis.”
