Charles Leclerc’s Ferrari power unit has become the subject of considerable uncertainty since his accident at Monza, with conflicting indications emerging over whether the engine can be recovered or whether the Monegasque could eventually require a complete replacement and an associated penalty. Motorsport engineer Werner Quevedo has now explained why the answer is far more complicated than simply opening the unit, repairing the damaged parts and returning it to the car.
In the days following the Italian Grand Prix, several different scenarios have been discussed. At first, Charles Leclerc’s engine appeared to be considered beyond recovery. It was then described as salvageable, before further suggestions emerged that Ferrari was still carrying out checks. More recently, the possibility of replacing the entire power-unit package in one of the upcoming races has also entered the discussion.
The uncertainty reflects the highly controlled process governing modern Formula 1 engines. A damaged power unit cannot simply be dismantled and rebuilt at Ferrari’s discretion, with the FIA playing an important role in determining what can be inspected, replaced and ultimately returned to service.
Why Ferrari cannot simply dismantle Charles Leclerc’s power unit
The first important point is that a Formula 1 power unit is not treated in the same way as a conventional racing engine. Following an accident, Ferrari cannot freely open the unit to inspect every component or replace any part it considers damaged.
Werner Quevedo, a mechanical engineer working in motorsport with a specialisation in composite materials, explained that interventions on the power unit are governed by FIA procedures. According to his explanation, the unit can only be opened through the prescribed process and under FIA supervision, with the work carried out by the manufacturer subject to official control.
That means Ferrari cannot independently decide that Charles Leclerc’s engine is either safe or unusable. The required inspection procedure must first be completed before the final status of the power unit can be established. The wider technical development of Ferrari’s current package can be followed through the Ferrari technical analysis section.
The hidden danger after a major Formula 1 crash
The impact itself is not necessarily the only potential cause of power-unit damage. In some cases, the more serious risk can develop immediately after the accident.
If radiators or parts of the cooling system are damaged, the engine may continue running briefly without adequate coolant or oil circulation. Temperatures can then rise very quickly, potentially affecting internal components even when the power unit itself has not suffered a direct impact.
This is one of the areas Ferrari must assess after an accident such as Charles Leclerc’s Monza crash. A power unit that appears externally intact may still have been subjected to thermal stresses capable of changing the properties of important internal parts.
How Ferrari and the FIA inspect a damaged power unit
Once the engine returns to Maranello, the inspection phase begins under the regulatory procedures described by Werner Quevedo. Particular attention is given to components most vulnerable to overheating.
Quevedo explained that seals are among the areas that need to be examined, along with other parts that may have lost some of their required mechanical properties after exposure to unusually high temperatures caused by a loss of cooling.
The purpose of those checks is not simply to establish whether the engine can start. Ferrari must determine whether the unit retains the necessary integrity to be used again in competition within the regulations.
This is particularly relevant given the importance of Ferrari’s 2026 engine development programme and the introduction of the latest specification. The Scuderia is already preparing for another demanding power-unit test at Baku, where energy deployment and straight-line performance will again be critical, as examined in our Ferrari Baku energy analysis.
A damaged Ferrari power unit can be saved without being rebuilt
This is one of the most important distinctions in the entire process. According to Werner Quevedo, describing an engine as having been “repaired” can be misleading.
The FIA permits only certain components to be replaced under the applicable rules, while other elements cannot simply be changed freely. The procedure is therefore not the equivalent of completely rebuilding a damaged power unit with new internal parts.
Instead, the objective is to validate whether the existing engine remains suitable for continued use after the permitted inspections and interventions have been completed. If the power unit passes all the necessary checks, Ferrari can close it again and return it to Charles Leclerc’s rotation for the remainder of the season.
For a broader picture of how retirements and technical problems affect drivers across a season, ScuderiaFans also provides dedicated Formula 1 reliability and DNF statistics.
Why a crash can effectively punish a driver twice
Werner Quevedo described this aspect of the regulations as particularly severe. A driver who loses a power unit because of an accident can potentially pay twice: first through the retirement or compromised race caused by the crash, and then through a grid penalty at a later Grand Prix if the damaged engine has to be replaced after the permitted seasonal allocation has been exceeded.
The regulatory logic, however, is intended to prevent accidents from becoming an opportunity for teams to introduce fresh engines without consequence. If every crash automatically allowed a team to replace an ageing power unit freely, there would be scope to gain an unintended advantage when an engine was already approaching the end of its planned usage cycle.
That is why each case must be assessed individually and why the final judgement only comes after the relevant inspections have been completed.
Why Charles Leclerc’s Ferrari engine situation remains unclear
The procedure also helps explain why so many different versions of Charles Leclerc’s engine situation have circulated since Monza. Until Ferrari and the FIA complete all of the required checks, it is difficult to establish with certainty whether a damaged power unit can be returned to normal competitive use.
The latest possibility being discussed is that Ferrari could replace the entire engine package in one of the next races, potentially bringing a grid penalty depending on Charles Leclerc’s seasonal allocation. That, however, would represent a separate strategic decision from the technical validation process described by Werner Quevedo.
Baku is already one of the venues under particular focus because of the demands it places on the SF-26. Ferrari’s broader prospects for the Azerbaijan Grand Prix, including the questions surrounding its current development direction, are covered in our analysis of Ferrari’s difficult Baku outlook.
The key technical point behind Ferrari’s decision
Charles Leclerc’s case demonstrates just how complex the management of a modern Formula 1 power unit has become. Following a major accident, it is not sufficient to establish that the engine starts or appears externally undamaged. Ferrari must be satisfied, within the FIA process, that the critical components still retain the characteristics required for competition.
Only after that validation can the power unit be considered available again for race use. Until the process is complete, any conclusion about whether Charles Leclerc’s Monza engine can be fully recovered, retained only in rotation or replaced altogether remains provisional.
Whatever Ferrari ultimately decides will also influence how Charles Leclerc manages his remaining engine allocation across the final part of the championship, making the situation another important element to follow in the Charles Leclerc Ferrari coverage.
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