Ferrari pushes its hot-engine concept even further with Austria upgrade package. Inside Ferrari’s extreme hot-engine philosophy and the Austria upgrade plan.

Ferrari is preparing to take its ambitious engine concept to the next level. With the first ADUO upgrade package expected to debut at the Austrian Grand Prix in Spielberg—provided there are no further delays related to FIA approval—the Scuderia is set to push the design philosophy of the 067/6 power unit even further by increasing intake air temperatures to unprecedented levels.

The latest images emerging from the Barcelona paddock provide a fascinating glimpse into Ferrari’s approach. Photographs taken inside the Ferrari garage reveal an intercooler that is dramatically smaller than the equivalent component used by Red Bull.

On both cars, engineers have positioned the intercooler above the turbocharged V6 engine. However, the difference in size is striking, with Ferrari’s heat exchanger appearing to occupy less than half the volume of the Red Bull solution.

The compact design is not the result of compromise but rather a direct consequence of Ferrari’s highly innovative power unit architecture.

Ferrari continues to back its revolutionary hot-engine concept

Engineers in Maranello have been able to pursue this concept thanks to the use of a steel-alloy cylinder head. Compared to a traditional aluminium design, the steel-alloy solution can withstand significantly higher combustion chamber pressures, allowing Ferrari to explore operating conditions that rival manufacturers have so far avoided.

The project developed under the leadership of Enrico Gualtieri has been described as both bold and revolutionary. More importantly, Ferrari has no intention of abandoning this development path, even as the ADUO (Additional Development and Upgrade Opportunities) programme opens the door to further performance gains.

According to paddock reports, the updated engine expected to make its debut in Austria will significantly increase the temperature of the intake air entering the intercooler. Current estimates suggest Ferrari could be targeting operating temperatures between 110 and 115 degrees Celsius.

The objective is clear: improve combustion efficiency and recover a substantial portion of the power deficit that currently separates Ferrari from the benchmark engine on the grid.

Within Maranello, Mercedes’ W17 E Performance power unit is considered the reference point. FIA performance data, however, reportedly identifies the Red Bull Powertrains Ford DM01 as the strongest internal combustion engine currently in Formula 1.

Ferrari aims to cut the power deficit

Regardless of which benchmark is used, Ferrari is believed to be trailing by approximately 25 horsepower.

The goal of the first ADUO upgrade is to cut that deficit by roughly half, reducing the gap to around 10 horsepower. Any remaining shortfall could then be addressed through a second ADUO development package later in the season.

That scenario, however, depends on the FIA maintaining its current position despite repeated objections from Red Bull. The Milton Keynes-based team has reportedly challenged the ADUO assessment, arguing that it should not be considered the performance reference with a power unit making its Formula 1 debut.

Benefits extend beyond the engine itself

One of the most interesting aspects of Ferrari’s hot-engine concept is that its advantages extend well beyond pure power output.

Because the power unit operates efficiently at higher temperatures, Ferrari can reduce the size and weight of its cooling systems while still remaining within safe reliability limits. This allows the team to use smaller radiators and more compact cooling layouts, giving aerodynamicists greater freedom when shaping the car. The result can be seen throughout the SF-26. Ferrari remains the only team on the grid to use a distinctive triangular airbox without the additional side openings commonly found around the roll hoop structure.

The philosophy also complements the controversial FTM system, which uses a movable flap to direct extremely hot exhaust gases toward aerodynamic surfaces.

Thanks to the characteristics of the steel-alloy cylinder head, Ferrari can exploit hotter exhaust flows to enhance aerodynamic efficiency. While the system reportedly costs around seven horsepower when active, the resulting gains in rear wing efficiency and diffuser extraction are expected to compensate for the loss through increased downforce and overall performance.

Ferrari remains committed to its original vision

Rather than abandoning its initial design direction, Ferrari’s engine department is doubling down on the philosophy that underpinned the creation of the 067/6 power unit.

The objective is not to redesign the project from scratch, but to extract every possible advantage from a concept that remains one of the most innovative and technically aggressive solutions currently seen in Formula 1.

If the Austrian Grand Prix upgrade delivers the expected results, Ferrari could take a significant step forward in reducing its power deficit while simultaneously strengthening the aerodynamic benefits that have become a defining feature of the SF-26. It would also represent further validation of one of the most daring engineering projects currently being pursued anywhere on the Formula 1 grid.