Ferrari: The issue isn’t just the engine, but its integration with the car. Ferrari’s weakness is not just the engine, but how the entire package performs.

Ferrari’s Austria struggles exposed more than just a power unit deficit

The Austrian Grand Prix served as a reality check for Ferrari, highlighting once again the performance gap between its power unit and the benchmark currently set by Mercedes. The upgrade introduced at the Red Bull Ring was never expected to transform the SF-26 overnight, as Ferrari engineers themselves had repeatedly stressed that it represented only a modest first step in the development programme.

With more demanding circuits still to come, attention is now turning to the second phase of Ferrari’s power unit evolution, which is expected to play a much bigger role in reducing the performance deficit on tracks where engine performance is particularly important.

However, despite the clear lack of straight-line speed that hurt Ferrari throughout the Austrian weekend, the Scuderia’s difficulties cannot be explained by the engine alone. Overall performance depends on how effectively the power unit works together with the chassis, aerodynamics and tyre management, all of which contribute to extracting maximum performance from the package.

Andrea Stella: performance is about the complete package, not only the engine

Speaking to the Italian media, McLaren team principal Andrea Stella explained that separating the contribution of the power unit from that of the chassis is far from straightforward.

“It is always difficult to separate the performance that comes from the power unit from the performance that comes from the chassis and the aerodynamic drag generated by the car,” Andrea Stella said. “For example, if we compare our top speeds with Mercedes, we can see they are quite different despite using the same power unit. That raises questions about the drag level of our car, as well as other variables, including how effectively the power unit itself is being exploited.”

Andrea Stella added that the only clear conclusion currently supported by the FIA’s ADUO evaluation is that Mercedes appears to have an overall advantage over Ferrari when it comes to power unit performance.

“The only thing we can really observe, and this has been confirmed by the FIA’s assessment of the ADUO, is that Mercedes currently seems to have something more to offer than Ferrari from the overall power unit perspective.”

Asked whether the high altitude of the Red Bull Ring had amplified the differences between manufacturers, Andrea Stella was more cautious.

“I couldn’t really say how much altitude affects the competitiveness of the power unit compared to racing at sea level. I’m not sure whether those conditions favour Mercedes or Ferrari,” he explained.

Tyre degradation also played a decisive role

To compensate for the lack of engine performance, Ferrari adopted an aggressive setup approach by shifting the balance further towards the front of the car. The objective was to maximise the SF-26’s strengths through the fast corners of the second sector while keeping rear tyre temperatures under control.

That strategy, however, did not deliver the expected results. Instead, Ferrari experienced significant thermal degradation on both of the harder Pirelli compounds, limiting race pace and forcing the team to adapt its strategy earlier than planned.

Andrea Stella admitted he was not surprised by Lewis Hamilton’s second stop during the Virtual Safety Car period, considering how early Ferrari had already made its first pit stop.

“I wasn’t surprised when Lewis Hamilton pitted under the Virtual Safety Car because he had already stopped very early at the end of his first stint. In fact, I think the VSC came at a relatively favourable moment for Lewis Hamilton,” Andrea Stella commented.

“I believe their biggest issue was race pace. I’m not sure whether that was purely a matter of outright speed or whether they were also experiencing a little more tyre degradation than the other teams.”

Andrea Stella also pointed out that Ferrari’s short opening stint should be considered when analysing the race strategy.

“Ferrari chose to run a short first stint, so strategy also needs to be taken into account when evaluating the overall picture. When tyre degradation is this high, you have to make sure your stints are long enough so they are not excessively compromised by the degradation itself. In any case, it was a relatively pleasant surprise for us to see that we were able to compete with Ferrari.”

The Austrian Grand Prix therefore reinforced that Ferrari’s current challenges extend beyond pure engine output. While further power unit upgrades remain a priority, improving the integration between the engine, chassis, aerodynamics and tyre management may ultimately prove just as important if the Scuderia hopes to close the gap to its main rivals during the remainder of the 2026 Formula 1 season.