Ferrari, in Saudi Arabian Grand Prix weekend, replaced a large number of components related to the power unit. One of the greatest challenges for manufacturers is precisely the management of power units, through a virtuous rotation that allows them not to exceed the maximum homologated limits imposed by the FIA. 2025 is the final year, the swan song of an architecture essentially identical to the one regulated since 2014.
The Maranello team is acting early for a reason
Engineers now have deep knowledge of the current technology, ideal for the durability of the F1 car’s core. Over the last decade, the International Federation has imposed increasingly strict regulations regarding the maximum number of components usable during a season. At the same time, the number of Grands Prix on the calendar continues to grow.
Adding further strain on the life of the engines is the presence of no less than six sprint weekends. The next round of the championship, scheduled in Miami, will be the second sprint-format weekend of the season after the one held in China. Narrowing the scope to Ferrari, we recall that the Italian team homologated its second power unit of the season for both cars.
Influencing this apparently early move is the nature of the Saudi track, where having maximum power is a crucial factor. The replacement of the first Ferrari 066/15 engine unit on the cars of Charles Leclerc and Lewis Hamilton was therefore not triggered by any reliability concern, but solely to be able to count on the full nominal horsepower of the engines.
It’s important to remember that during its lifecycle, a power unit loses maximum power due to the natural wear of its mechanical parts. The number 1 unit replaced on the Italian cars, however, will certainly be reused in free practice at upcoming Grands Prix, or even in qualifying and races on less demanding circuits for engines (such as Monaco).
In this sense, the performance of McLaren’s Oscar Piastri becomes even more meaningful. Unlike the historic Maranello-based team—and even Red Bull—despite using the Mercedes power unit homologated in Australia, with far more mileage on it than its rivals and thus a few horsepower down, he still delivered a weekend in line with performance expectations.
Power unit, internal combustion engine longevity and transmissions
Friction and heat are the enemies of the internal combustion engine. The rubbing of mechanical parts causes wear on pistons, cylinders and the crankshaft, compromising the tight tolerances between parts and making the engine less efficient. Simply put, the more mileage a power unit accumulates, the less power it delivers compared to a new engine.
Heat causes components to expand and contract when cooling, accelerating the degradation of oils, seals, and other parts. Manufacturers also provide their clients with information about the “lifecycle” of their power units. However, these documents, developed after extensive bench testing and based on data from previous seasons, are not sufficient on their own to ensure the reliability of a turbo-hybrid unit’s elements.
When it comes to internal combustion engines, manufacturers—together with lubricant suppliers—carry out constant, precise analyses. The reason is simple: to look for cracks and wear, as well as to check engine oil for signs of degradation. In this regard, the support provided by technical partners is vital to ensure an engine’s reliability.
Ferrari’s predictive techniques
During race weekends, Ferrari relies on Shell to analyze lubricant samples from the power units at various times. The purpose is not only to check the sample’s regulatory compliance with the strict criteria imposed by the technical regulations. Internal engine wear releases microscopic metal particles that float in the engine oil. Mainly three: copper, iron, and aluminum.
The lubricant is therefore analyzed using spectroscopic methods to verify the engine’s health. Partners like Shell, who have worked with Ferrari for years, know the engine’s metallurgy. This allows them to know exactly how many metal ions are acceptable in an oil sample based on the power unit’s mileage.
Since today’s internal combustion engines are made with different materials, detecting specific metals also allows teams to pinpoint which part of the engine is wearing excessively or abnormally. A major advantage that can help avoid headaches by keeping all components under control.
To this end, optical emission spectrometers are used to precisely determine the elemental composition in the lubricating oil. These analytical tools require no sample dilution and can provide an analysis in just 30 seconds regarding the possible presence of over 30 types of wear metals. The same test is performed on lubricant samples taken from the gearbox as well.
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