Ferrari’s 2026 Formula 1 power unit has come under fresh scrutiny after journalist Julianne Cerasoli suggested that the Italian manufacturer’s internal combustion engine is performing worse than Audi’s. The comparison raises uncomfortable questions for Maranello, particularly as Audi is only in its first season as a Formula 1 constructor while Ferrari has been involved in the championship since 1950.
The assessment adds to concerns about Ferrari’s engine development under the new technical regulations. Although Charles Leclerc and Lewis Hamilton have each secured a Grand Prix victory with the SF-26 this season, weaknesses in the combustion engine have continued to complicate the team’s efforts to compete with its strongest rivals.
Ferrari has invested heavily in aerodynamic improvements to the SF-26, but progress with the power unit has proved more difficult. The FIA’s Additional Development and Upgrade Opportunities system, known as ADUO, classified the Scuderia as more than four per cent behind the leading power unit, identified as Red Bull’s. That placed Ferrari alongside Audi and Honda among the manufacturers eligible for two development opportunities across 2026 and 2027.
Why Ferrari’s 2026 combustion engine is being compared unfavourably with Audi
According to Julianne Cerasoli, Ferrari’s internal combustion engine currently falls behind the equivalent unit produced by Audi, despite the enormous difference in the manufacturers’ Formula 1 experience.
Speaking through UOL Esporte, Cerasoli explained that Audi’s ambitions extend to fighting at the front of the grid, although the German manufacturer’s principal engine development project is planned for 2028. That timetable suggests the team could still face a transitional season in 2027 while preparing its next major step forward.
The journalist expects Audi to improve its power unit next year but also anticipates progress from Ferrari. Nevertheless, Cerasoli maintained that the current Ferrari combustion engine is inferior to Audi’s, making the comparison particularly concerning for the Maranello operation.
This distinction is important because the assessment specifically concerns the internal combustion engine rather than every aspect of the complete hybrid power unit. Under the 2026 regulations, overall performance depends on how effectively the combustion engine and electrical systems work together, meaning an engine comparison does not automatically establish which manufacturer has the strongest complete package.
For Ferrari, however, the combustion-engine deficit remains a significant development challenge. The Scuderia has already attempted to address its weaknesses through the 2026 ADUO power unit development programme, although further performance gains have been difficult to secure.
Ferrari’s turbocharger problems complicate its power unit development
One of Ferrari’s major difficulties has involved its attempts to develop a revised turbocharger. Despite spending months working on the component, the team ultimately abandoned the new specification at the last moment amid concerns about reliability.
The decision illustrates the challenge facing manufacturers under the current regulations. Improving performance is only part of the development process; updated components must also deliver the durability required to survive the demands of a Formula 1 race weekend.
Ferrari’s attempts to improve its engine have therefore been complicated by the need to balance additional performance against potential reliability risks. The abandoned turbocharger represented a particularly frustrating outcome after such an extensive development effort.
The broader difficulties surrounding the combustion engine have also placed greater importance on the aerodynamic work carried out on the SF-26. While the chassis has proved capable of winning races, Ferrari has been unable to eliminate the concerns surrounding its power unit.
The situation forms part of a wider development challenge for the Scuderia, which has continued working on SF-26 aerodynamic upgrades aimed at recovering performance against its rivals.
Audi’s 2028 engine plans highlight an uncomfortable comparison
The timing of Audi’s development programme makes Cerasoli’s assessment even more notable. The German manufacturer entered Formula 1 in 2026, with the introduction of the new power unit regulations playing an important role in its decision to join the championship.
Audi has halted development of its current power unit ahead of 2027, directing attention towards the next set of changes. Those plans are linked to an expected adjustment in the balance between combustion and electrical power, moving from a 50-50 distribution towards a 60-40 split in favour of the internal combustion engine.
Cerasoli indicated that Audi does not expect to become a consistent front-running force until 2028, when its major engine project is scheduled to arrive. Consequently, the manufacturer appears to view the intervening period as an opportunity to build towards its longer-term objectives.
That outlook makes the comparison with Ferrari especially uncomfortable. Audi is still establishing itself as a Formula 1 constructor, whereas the Italian team has been part of the championship since its inaugural season in 1950.
Despite that considerable difference in experience, Cerasoli believes Audi has already produced a stronger combustion engine. For Ferrari, the assessment raises questions about why its established development operation has struggled to extract greater performance from the latest regulations.
Mattia Binotto’s earlier assessment makes Ferrari’s position more striking
The comparison also recalls comments previously made by Mattia Binotto, Audi’s leading figure and a former Ferrari team principal.
When he first joined the German manufacturer’s Formula 1 project, Binotto acknowledged that Audi was approximately 30 years behind Ferrari in terms of development experience and organisational maturity.
That earlier assessment reflected the scale of the task Audi faced as it prepared to enter Formula 1. Establishing the technical infrastructure, processes and expertise required to compete against established manufacturers represented a major challenge.
Yet Audi now finds itself in a position where its combustion engine is considered superior to Ferrari’s by Cerasoli, despite the German operation still regarding 2028 as its main opportunity to move towards the front.
It is a notable achievement for Audi during its debut campaign, even if its wider Formula 1 ambitions remain focused on future seasons. For the Italian manufacturer, meanwhile, the comparison reinforces the pressure surrounding its engine development programme.
What the Ferrari engine deficit could mean for Haas and Fred Vasseur
The implications extend beyond Ferrari’s factory operation. Haas also uses Ferrari power units, meaning improvements introduced by the Maranello manufacturer could benefit its customer team.
Cerasoli suggested that Haas should therefore gain from any progress Ferrari makes with its combustion engine. However, the journalist also acknowledged that predicting the American team’s performance in 2027 remains difficult, as engine improvements alone will not determine its overall competitiveness.
For Ferrari team principal Fred Vasseur, the situation represents another significant challenge in the pursuit of a Drivers’ World Championship that has eluded Maranello since 2007.
The SF-26 has demonstrated its potential through victories for Charles Leclerc and Lewis Hamilton, but Ferrari’s longer-term prospects depend on making progress across every major performance area. Aerodynamic development has delivered results, yet weaknesses in the combustion engine continue to limit the broader package.
The technical development of Ferrari’s 2026 Formula 1 car remains central to understanding how Maranello intends to narrow the gap to its rivals, particularly as manufacturers prepare further changes for the seasons ahead.
Audi’s progress provides an additional point of comparison. While the German newcomer is building towards 2028, Ferrari must address the weaknesses of its existing power unit and ensure that future developments translate into stronger results on the circuit.
With its extensive Formula 1 history, established infrastructure and championship ambitions, Ferrari faces a difficult question: how has a manufacturer preparing for only its second season managed to produce a combustion engine that is reportedly ahead of its own?
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