Ferrari had been confident for quite some time that it would qualify for the FIA’s ADUO development allowance. The Scuderia also knew it was operating within the 4% performance gap threshold from the benchmark power unit—believed to be Red Bull‘s internal combustion engine—which would allow significant modifications to its power unit.
That opportunity became essential after Ferrari’s engine deficit compared to its main rivals became increasingly apparent during the opening races of the 2026 Formula 1 season. As a result, the team deliberately postponed major engine development until the FIA had completed its investigation and confirmed the available development opportunities.
Initially, the outcome was expected shortly after the Monaco Grand Prix. However, additional investigations carried out by the FIA delayed the process. Even so, reports circulating over recent months consistently suggested that Ferrari would receive ADUO approval, allowing the team to introduce two power unit development packages during the season.
From planning to reality
According to information available to us, Ferrari had already anticipated receiving ADUO as early as the summer of 2025 and structured its engine development programme accordingly. The plan consists of two separate phases: the first arrived with the upgrade introduced at the Austrian Grand Prix, while the second is expected towards the end of the summer.
The initial package was made possible through Shell’s work on a revised fuel formulation combined with further optimisation of the 067/6 power unit. However, according to sources close to the Scuderia, Ferrari’s engine department encountered difficulties extracting significantly more power from the current package.
As a result, the first upgrade is believed to deliver no more than approximately five additional horsepower, even under optimistic estimates. While that may appear to be only a modest gain, Ferrari sees it as an important stepping stone ahead of the much more ambitious second phase.
The next evolution is expected to continue developing the so-called “hot engine” concept, targeting an intake air temperature of around 100 degrees. This strategy is made possible by Ferrari’s steel cylinder head, which allows higher combustion chamber pressures than those achieved by rival manufacturers.
Could the next upgrade create new problems?
Ferrari’s objective remains clear: substantially reduce the performance gap to Mercedes. To achieve that goal, the engineers are reportedly preparing significant changes to the turbocharger on the 067/6 power unit.
At the start of the season, Ferrari opted for a smaller turbocharger than its rivals, sacrificing some peak power in exchange for stronger acceleration off the line. However, the FIA’s safety-related regulatory changes have largely eliminated that advantage, making a larger turbocharger an increasingly attractive solution.
Ironically, that solution could also introduce fresh challenges for the SF-26.
Despite its current shortcomings, Ferrari remains one of the strongest cars when launching from the grid. Several rival teams, equipped with larger turbochargers, have already benefited from the regulatory changes introduced by the FIA, leaving Ferrari with less of the launch advantage it originally enjoyed.
Changing the turbocharger geometry without modifying the rest of the power unit would not be enough. Engineers led by Enrico Gualtieri would also need to recalibrate the electrical systems and completely rethink how the hybrid power is delivered.
Otherwise, Ferrari risks reversing one of its biggest strengths. Instead of remaining one of the quickest cars away from the starting line, the SF-26 could become one of the least effective launchers on the grid—a trade-off the Scuderia will need to evaluate carefully as it continues developing its ADUO 2 package for the remainder of the 2026 Formula 1 season.
