Is Ferrari really losing performance because of its engine? Following the Austrian Grand Prix, many observers pointed to Ferrari’s internal combustion engine as the main reason behind the performance gap to Mercedes and McLaren. The speed trap figures from the Red Bull Ring certainly appeared to suggest that the SF-26 was less effective when it came to delivering all of its available power.
But is the situation really that simple?
A closer look at Ferrari’s performance paints a far more complex picture. The issue may not lie solely with the ICE (Internal Combustion Engine), but rather with the overall management of the Power Unit—the delicate interaction between the combustion engine, the hybrid system and the control software.
And that is precisely the aspect that risks being overlooked.
The internal combustion engine doesn’t explain everything
If Ferrari’s deficit were purely down to a lack of combustion engine power, the team would be expected to lose time consistently throughout the lap.
In Austria, however, that wasn’t the case.
The SF-26 did struggle on the Red Bull Ring’s shorter straights, but the biggest performance gap became apparent in the final sector, where acceleration, traction and power delivery out of slower corners play a much more significant role. This was the area where Mercedes built much of its advantage, with the W17 showing exceptional performance during the acceleration phase.
That difference suggests the limitation is not simply the amount of horsepower available, but rather how effectively that power is delivered and managed throughout the lap.
The Power Unit is far more than just the engine
In modern Formula 1, the internal combustion engine is only one part of the overall performance package.
The Power Unit consists of:
- the internal combustion engine (ICE);
- the turbocharger;
- the MGU-H and MGU-K;
- the battery system;
- the control electronics;
- the energy management software.
That final element has become one of the most important performance factors in recent years.
Every team must carefully decide when to deploy stored electrical energy, how much energy to recover under braking and exactly where on the circuit to maximise the combined output of the electric system and the combustion engine.
An inefficient deployment strategy can easily cost several tenths of a second per lap, even with an engine that is fully competitive.
The comparison with Mercedes tells a different story
The clearest example comes from Ferrari’s direct comparison with Mercedes.
The W17 did not simply appear to have more power. It looked significantly more efficient in the way it used that power. The strong acceleration out of corners and the ease with which the Mercedes drivers were able to attack Ferrari suggest a superior integration between the combustion engine and the electrical components of the Power Unit.
In other words, the difference may lie less in the raw horsepower produced by the engine itself and more in the algorithms controlling how that power is released throughout the lap.
Setup may also have amplified the problem
There is another important factor that deserves consideration.
Ferrari may have opted for a lower-downforce aerodynamic setup in an attempt to compensate for its apparent top-speed deficit.
While this type of configuration reduces drag, it also makes the car less stable through slower corners and during the traction phase. The result is a car that can defend itself reasonably well on the straights but sacrifices valuable time precisely where it needs to put all of its available power down most effectively.
In Austria, this compromise appeared to affect Charles Leclerc in particular, as he struggled with a less stable car during the longer race stints.
Silverstone will provide the real answer
The British Grand Prix at Silverstone will be a crucial test in determining the true nature of Ferrari’s performance deficit.
The iconic British circuit features high-speed corners, a layout that is completely different from the Red Bull Ring and demands a very different approach to Power Unit management. If the SF-26 returns to the level of competitiveness it displayed in Barcelona, it will strengthen the theory that Ferrari’s real weakness lies not with the internal combustion engine itself, but with the overall optimisation of the Power Unit, including its energy deployment, software calibration and aerodynamic compromise.
On the other hand, another disappointing performance could indicate a deeper technical limitation that will prove much harder to solve before the end of the season.
Conclusion
Modern Formula 1 is no longer won simply by having the most powerful engine. Overall Power Unit efficiency depends on the seamless integration of the internal combustion engine, the hybrid system, energy recovery, management software and aerodynamic configuration.
Austria showed flashes of competitiveness from Ferrari, but it also highlighted an SF-26 that struggles to extract its full potential when it matters most.
And perhaps that is the real technical story of Ferrari’s season—not how much horsepower the engine produces, but how effectively the entire Power Unit is able to convert that power into performance on the racetrack.
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