Ferrari’s small turbo could become a serious weakness under Formula 1’s 2027 engine changes. Why F1's upcoming power unit rule changes could catch Ferrari on the back foot.

F1 | Ferrari’s small turbo becomes a limitation: Maranello’s growing concern

Ferrari could be facing one of its biggest technical challenges as Formula 1 moves toward the planned 2027 engine regulation adjustments, with its compact turbocharger concept at risk of becoming a genuine performance limitation, particularly at high-speed circuits.

According to reports from Motorsport Japan, Mercedes currently appears to be in the strongest position, with its internal combustion engine already regarded as one of the most competitive on the Formula 1 grid. Red Bull-Ford could also benefit from the proposed changes, as the lower MGU-K demand may reduce one of the key weaknesses currently affecting its package.

The regulation changes

The FIA recently announced that it had reached an agreement with all Formula 1 teams and power unit manufacturers to adjust the upcoming power unit regulations. Under the revised framework, maximum internal combustion engine output will increase by 50 kW, reaching approximately 450 kW, or around 612 horsepower.

By contrast, electric motor output will be reduced by 50 kW and capped at a maximum of 300 kW, equivalent to roughly 408 horsepower. The intention behind this change is to address the so-called “power deficit” concerns and make the 2026 power unit rules more realistic from a competitive and operational perspective.

Under the original 2026 regulations, power delivery had been designed around a 50:50 split between the internal combustion engine and electric performance, following requests from manufacturers. Initially, there was a strong push to preserve that balance, but in the end, a more pragmatic solution prevailed.

Reducing electric output also lowers per-lap energy consumption, which in turn reduces the need for extreme regeneration strategies that some circuits would otherwise have demanded. At the same time, the internal combustion engine will generate more power thanks to increased fuel flow, meaning total system output should remain stable.

However, the solution is not as simple as merely increasing fuel flow and cutting electric assistance. Reliability could become a significant concern, as power units not originally designed for this type of sustained operating load may be forced to work under higher stress for longer periods.

The small turbo dilemma

All five Formula 1 power unit manufacturers are already developing next season’s engines, while also integrating early 2027 concepts into their long-term technical roadmaps.

For Ferrari, the central concern revolves around its small turbocharger philosophy, which is increasingly being seen as a potential limitation compared to rival approaches. At the same time, Ferrari is also preparing for the possibility of benefiting from the Additional Development and Upgrade Opportunities (ADUO) system. Current estimates suggest Ferrari may be operating at roughly 2% below Mercedes in peak power output, making any available development route especially important if Maranello wants to close the gap.

The key question is whether Ferrari has already built countermeasures into its future development roadmap.

Why Ferrari chose a small turbo

Ferrari’s current power unit strength lies in launch response and immediate drivability. That advantage stems from a strategic decision taken in anticipation of the removal of the MGU-H under the new regulations.

Without the MGU-H, turbocharger pressure cannot be increased instantly during launch phases in the same way as under previous engine concepts. To compensate, Ferrari opted for a smaller turbocharger in order to reduce inertia and minimise response lag.

This approach helped Ferrari preserve strong launch characteristics and sharper low-speed responsiveness—an area where the Scuderia initially appeared particularly competitive. However, that advantage may now be fading. As rival manufacturers refine their launch procedures and improve electronic control systems, Ferrari’s early edge in this area is gradually disappearing. What was once a meaningful advantage now appears far less significant.

High-speed weakness becoming more visible

At the same time, the limitations of the smaller turbo are becoming increasingly apparent in high-speed performance zones.

A smaller turbo naturally limits the maximum airflow and boost potential that can be generated at higher speeds. In practical terms, that can reduce outright top-end power compared to rivals running larger and potentially more efficient turbocharger concepts. That is why Ferrari’s small turbo is increasingly being viewed less as a clever compromise and more as a possible long-term weakness.

If Ferrari wants to solve the issue properly, the most logical solution may involve moving toward a larger turbocharger capable of generating stronger boost at high speed.

Otherwise, even with the increase in internal combustion engine output enabled by higher fuel flow, the fundamental weakness of the compact turbo concept could remain exposed—potentially limiting Ferrari’s competitiveness against Mercedes and other rivals under the evolving Formula 1 power unit rules.