Although it has not yet been officially confirmed, the FIA has already informed manufacturers of the ranking used to determine ADUO allocations. According to well-informed sources within the Formula 1 paddock, the latest review did not significantly alter the values established in the initial assessment. Based on the first measurements collected and analysed by the governing body, Mercedes surprisingly did not possess the strongest internal combustion engine on the grid, a result that caught many observers and rival manufacturers off guard.
Ferrari was placed in the highest development bracket, with Maranello exceeding the 4% threshold and therefore receiving two additional opportunities to develop its Power Unit under the ADUO framework. The decision effectively confirms that the Italian manufacturer’s performance deficit was considered significant enough when compared to Red Bull Powertrains, which has emerged as the benchmark reference in this specific category.
This outcome is particularly important because the ADUO mechanism was introduced to prevent excessive performance gaps from becoming permanent under the current engine regulations. By granting additional development opportunities to manufacturers that fall sufficiently behind the benchmark, the FIA aims to maintain competitiveness while avoiding the need for drastic regulatory interventions.
Before the ruling, however, the outcome was far from certain. Estimates circulating among engineers and technical analysts suggested Mercedes was producing around 580 horsepower, closely followed by Red Bull Powertrains, while Ferrari was believed to be operating at approximately 550 horsepower. The margin of error was estimated at just plus or minus three horsepower, with several unknown variables related to the criteria used by the FIA to calculate the final average.
Those details could have shifted Ferrari into either the 2% or 4% development bracket relative to the German manufacturer. As a result, the final classification carried significant consequences for Ferrari’s future engine development plans and overall competitiveness during the remainder of the current regulatory cycle.
Red Bull, despite being a newcomer engine supplier, has the strongest ICE
In reality, while the excess weight of Pierre Waché‘s car may have distorted some of the torque data observed by analysts and external observers, few expected Mercedes to fall beyond the 2% threshold and therefore retain development opportunities for its own power unit.
However, FIA calculations appear to indicate that Mercedes may possess the strongest overall power unit package when all components are considered together, but not necessarily the strongest internal combustion engine. According to the available data, Red Bull Powertrains has emerged as the reference point specifically regarding ICE performance, an impressive achievement for a manufacturer still considered relatively new in comparison with the sport’s long-established engine suppliers.
This distinction is particularly relevant because the FIA’s calculations focus on specific technical parameters rather than simply assessing the overall competitiveness of the complete power unit package. As a result, a manufacturer can lead in overall efficiency and performance without necessarily having the strongest combustion engine alone.
Lewis Hamilton’s victory in Barcelona has injected fresh enthusiasm into Ferrari’s racing department. The success represented not only the first victory for Lewis Hamilton in Ferrari colours but also a major morale boost for the entire organisation after months of intense development work. The personnel of Ferrari’s Racing Division are expected to gather for a brief celebration, recognising the significance of the achievement.
The obvious question now is what happens next at Maranello. Immediate access to the highest ADUO development bracket has the potential to alter Ferrari’s technical strategy in a meaningful way. The team needed to evaluate the situation from a strategic perspective because there will be three separate assessments under the current system, meaning every decision carries implications that extend well beyond a single upgrade cycle.
One possibility was introducing a relatively modest or “minor” upgrade at the first available race following the FIA’s official ruling, using part of the three million euros in permitted expenditure associated with the 2% bracket. Such an approach would have allowed Ferrari to reserve resources for a more comprehensive and ambitious specification after the second assessment. Under that scenario, a second and more substantial upgrade package could theoretically debut approximately six races after the first ADUO version, creating a two-step development path designed to maximise long-term gains.
Alternatively, Ferrari could avoid using one of its homologation opportunities too early. This approach would require a longer wait before significant performance gains became visible on track, but it could offer greater long-term recovery potential without creating additional pressure ahead of future assessments. In that scenario, the upgrade package would not focus solely on materials, reliability improvements and degradation management. Ferrari could instead target the open development areas still permitted by the regulations, potentially extracting greater performance gains across a wider range of operating conditions. Regardless of whether the FIA announcement has been formally made public, Ferrari’s direction now appears to have been decided internally.
Ferrari’s weakest point receives an upgrade: ADUO ICE available, new Shell fuel ready
Ferrari has already determined how it intends to use its two available homologation windows. The possibility of introducing two closely spaced homologation updates between July and September has rapidly lost momentum because production of the third batch of power units is already underway.
This practical reality inevitably influences the timing of any upgrade strategy. Once manufacturing schedules are established, implementing major last-minute changes becomes increasingly difficult and expensive. If everything proceeds according to plan, the first ADUO engine specification could be introduced at the Austrian Grand Prix. A more advanced ADUO 2 version is expected to be validated after the second assessment and, in any case, no earlier than six races after the debut of the first specification.
The Ferrari SF-26 is already being prepared to accommodate the updated power unit, with several minor modifications currently in progress. These adjustments are designed to ensure full compatibility with the revised engine package while maintaining the reliability standards required for a championship campaign. Ferrari’s technical package also includes an updated Shell fuel formulation, which is ready for introduction. Fuel development has become an increasingly important area of performance optimisation under modern Formula 1 regulations, and even relatively small gains can translate into meaningful lap-time improvements over the course of a race weekend.
The combination of the new internal combustion engine and revised fuel is expected to provide approximately five additional horsepower from the ADUO-specification ICE. While that gain may appear modest on paper, Formula 1 engineers understand that even a few horsepower can make a measurable difference, particularly when combined with aerodynamic improvements and better energy deployment strategies. Most importantly, Ferrari views this as merely the first step in a broader recovery programme designed to close the remaining gap to the front of the field.
Do the 2027 regulations require additional resources?
Another possibility being considered involved preserving part of Ferrari’s technical resources for the future hybrid regulations, which are expected to be approved during the FIA World Motor Sport Council meeting taking place in Macau later this month.
Until recently, the political battle surrounding the future regulations remained unresolved. Red Bull challenged some of the FIA’s calculations and continued to support more significant changes to the current regulatory architecture. Other engine manufacturers, however, generally favoured maintaining the existing framework.
Cadillac, while participating in discussions, did not appear willing to oppose Ferrari’s position for obvious strategic reasons. This made it more difficult to achieve a supermajority while simultaneously encouraging greater dialogue among stakeholders. Ferrari and Audi, both granted two development opportunities under the ADUO system, had little reason to push for immediate regulatory intervention regarding the 60/40 hybrid power split. Instead, both manufacturers preferred to exploit the tools already available to recover lost ground in power unit performance before seeking broader rule changes.
It is therefore no coincidence that the compromise recently agreed between the teams, the FIA and Formula 1 introduced a more gradual adjustment to the hybrid power balance. The agreement reflected a desire to maintain stability while still providing room for future evolution.
Meanwhile, the proposed return of simpler V8 engines could even be brought forward to 2029 if manufacturers can demonstrate their ability to develop and produce them within the required timeframe. Such a move would represent one of the most significant power unit changes in modern Formula 1 history and could dramatically reshape the competitive landscape for the next generation of engine suppliers.
For Ferrari, however, the immediate focus remains clear. With the ADUO engine upgrade available, a revised Shell fuel ready for deployment, and two valuable homologation opportunities now secured, Maranello finally possesses the tools required to begin reducing the performance deficit and strengthening the Ferrari SF-26 in its battle against the leading power units on the Formula 1 grid.
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