Rumours continue to circulate around the Mercedes power unit, which is credited as the most powerful one ahead of the 2026 regulations. The leak of information is the direct consequence of a three-year period in which the arrival of new engine manufacturers, the exit of Renault, and the return of Honda have fuelled a frantic technical market, with an inevitable transfer of knowledge from one constructor to another. It is, however, difficult to establish on which parameters the optimistic rumours about the Brixworth engine are actually based, especially on the eve of a regulation in which horsepower will not be the only aspect to take into consideration.
Beyond power
“Power is nothing without control,” reads the famous Pirelli slogan, which can in some ways also be applied to the theme of the 2026 power units. More than ever with the upcoming regulations, the number of horses delivered by the internal combustion engine, however important, will not be the only discriminating factor in defining the pecking order on track. Even more than sheer power, in fact, what will matter will be choosing the concept of the power unit that guarantees the fastest lap time.
Manufacturers are therefore forced to make compromises, with the turbocharger being a perfect example. Opting for a larger turbo would allow more air to be forced into the engine, improving combustion efficiency and peak power. On the other hand, with the disappearance of the MGU-H there will no longer be an electric motor capable of driving the turbo and counteracting its lag when, coming out of corners, at low revs the exhaust flow is reduced. That means on more twisty circuits, such as Monaco, Zandvoort, or Montreal, those who have chosen to sacrifice maximum power in favour of a smaller and more responsive turbo could be rewarded.
Another area of differentiation among engine manufacturers concerns the operating conditions of the engine. A power unit designed to work at lower temperatures gains absolute power from the thermal side and efficiency from the hybrid system, but it is a choice that does not come without costs. In that case, in fact, larger radiators would be required, with a price to pay in terms of aerodynamic drag and weight, the latter already indicated by many as another critical aspect of the next generation of cars. In the economy of lap time, it could therefore prove profitable to run the engine at slightly higher temperatures, sacrificing a portion of peak power.
Waiting for the tyres
The management of electrical energy will be a crucial area of the 2026 power units, standing alongside power as another parameter to consider in defining the performance hierarchy. Not only that, but the strategies of using the PUs will also influence decisions regarding the aerodynamic concept and vice versa. “The performance of the car will influence the way you manage energy,” said Tim Goss, Chief Technical Officer of Racing Bulls.
From cornering speeds and times will depend the length of braking zones, the moments available for battery recharging, and therefore the energy that can be used to feed the hybrid system. The level of grip will instead determine the minimum speed at the apex, closely linked to the usefulness of choosing a larger or smaller turbo to counteract engine lag. The upstream factor of all these decisions is the grip available from the tyres, with Pirelli still working on finalising the definitive specification for next year. The issue is recursive, because in turn the Italian company bases the development of the 2026 product on the downforce estimates provided by the teams, which at the moment are very different from one another. Teams and engine manufacturers thus find themselves working on assumptions still to be confirmed, and from their evolution will depend which engine concept will ultimately prove the most appropriate.
Watch the fuel
Another aspect not to be overlooked is related to the new bio and/or synthetic fuels. Beyond being an important discriminant for engine performance, their costs are proving to be particularly high, affecting the budget cap and the resources left available for development. The regulations also prescribe that fuels must be carbon-neutral, making even the geographical location of suppliers relevant. The emissions associated with the transport of fuels, in fact, must be offset by an equivalent absorption during their production, increasing costs and limiting freedom in their chemical composition. All of this outlines a scenario where the power of the internal combustion engine will be only one of many variables at play, preventing any conclusions on the balance of power from being drawn before the start of the next championship.
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