Red Bull’s bold decision to partner with Ford Motor Company and develop a fully in-house Formula 1 power unit for the 2026 regulations sent shockwaves throughout the paddock, with Scuderia Ferrari among the most surprised. According to Laurent Mekies, who now leads Red Bull Racing but was part of Ferrari at the time, the announcement was initially met with disbelief inside Maranello.
The French engineer had departed Ferrari in mid-2023, but earlier that same year, Red Bull Racing confirmed that it would end its long-standing collaboration with Honda and instead create its own engine program through Red Bull Powertrains. The project, developed in partnership with Ford, is set to debut with the all-new 2026 Formula 1 power unit regulations.
At the time, the scale of the challenge facing Red Bull could not be overstated. Unlike established manufacturers such as Ferrari, Mercedes, or Renault, the Milton Keynes-based outfit was effectively starting from a blank sheet of paper. Designing a competitive hybrid power unit from scratch—while simultaneously preparing for a major regulatory overhaul—represented one of the most ambitious technical undertakings seen in modern Formula 1.
Under the current leadership of Laurent Mekies, Red Bull has since invested heavily in infrastructure, personnel, and development processes, working intensively behind the scenes to accelerate progress. What initially appeared to be a high-risk gamble has gradually evolved into a project that rivals now take very seriously, with several teams acknowledging that Red Bull’s 2026 engine package could be highly competitive.
Even figures outside Ferrari were caught off guard by the progress made. Zak Brown was reportedly surprised during pre-season testing by the level of reliability demonstrated by the Red Bull power unit, highlighting just how far the project has advanced since its early days.
Reflecting on the moment when the announcement first became public, Laurent Mekies explained that Ferrari personnel had struggled to comprehend how Red Bull intended to execute such a complex program. He indicated that, within Ferrari, engineers had been simultaneously discussing their own next-generation power unit strategy, backed by decades of experience and established resources. In contrast, Red Bull was perceived as embarking on a journey with no existing engine department in place.
Mekies suggested that Ferrari staff had internally questioned the feasibility of building an entire engine division from the ground up, describing the move as extremely bold and almost unimaginable at the time. He emphasized that while traditional manufacturers could return to fully operational departments after strategic meetings, Red Bull initially had to create those departments from nothing, making the challenge exponentially greater.
He further explained that the fundamental difference between Ferrari and Red Bull lies in experience and continuity. Ferrari’s engine program benefits from nearly a century of accumulated expertise, whereas Red Bull’s powertrain division is still in its infancy, having only been operational for a few years. This disparity, Mekies noted, underlines the complexity and difficulty of Red Bull’s undertaking, particularly in such a highly competitive and technically demanding environment.
While Red Bull’s engine project appears to be progressing strongly, the team’s on-track performance in the 2026 season has not matched expectations. The RB22 chassis has proven difficult to optimize, leaving the team struggling in the early races and sitting outside the top positions in the constructors’ standings.
Driver feedback has also reflected these challenges. Max Verstappen has reportedly focused on guiding the team with his experience to improve the overall package, while teammate Isack Hadjar has been working to better understand the car’s behavior and find a consistent driving feel. This divergence in feedback is considered natural given their different levels of experience and familiarity with the machinery.
Internally, concerns have grown significant enough that some voices within Red Bull have reportedly considered abandoning the RB22 concept entirely in favor of a new design direction. Despite this, rival teams remain cautious, as they believe Red Bull may still be concealing performance potential or innovative solutions within its current package.
Meanwhile, Ferrari has turned its attention to regulatory clarity, particularly regarding the use of the MGU-K system. The Italian team is understood to have sought explanations from the FIA after observing how both Red Bull and Mercedes-AMG Petronas Formula One Team have been utilizing the component during qualifying sessions to enhance performance.
So far in the 2026 season, Ferrari has managed to secure three third-place finishes, demonstrating a consistent level of competitiveness. In contrast, Red Bull has yet to reach the podium, underlining the contrast between the promising long-term outlook of its engine project and the immediate challenges it faces on track.
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