In the world of motorsport, the name Ferrari has always been synonymous with engine power. Since the legendary 125 S of 1947, equipped with a 1.5-litre V12 designed by Gioacchino Colombo, the beating “heart” of every car from Maranello has represented the pride of Italian engineering. However, recent telemetry analyses published by the expert fdataanalysis paint a rather paradoxical picture: Ferrari appears to be at the bottom of the ranking when it comes to pure internal combustion engine (ICE) power.
The numbers behind the controversy: a 30 horsepower gap
According to estimates based on qualifying and race sessions projected onto the 2026 regulatory framework, the hierarchy of thermal power shows Mercedes firmly at the top with approximately 576 horsepower. The figure that shocks many Ferrari supporters is the one attributed to the Scuderia: around 547 horsepower.
This represents a deficit of almost 30 horsepower compared to the power units used by Mercedes in Brackley, and roughly 15 horsepower compared to Red Bull Powertrains (RBPT). The latter, despite not having Ferrari’s century-long heritage in engine manufacturing, has managed to capitalise on Honda’s technical legacy and attract highly skilled engineers. This raises a fundamental question: how is it possible that a company producing engines since 1946 finds itself chasing manufacturers that were born decades later?
The secret weapon: ERS and chassis performance
If the ICE data appears concerning on paper, the overall championship picture tells a very different story. Ferrari remains highly competitive and is often considered the second strongest force in the field. This leads to two key technical conclusions.
Energy management: despite not having direct Formula E experience (unlike Mercedes), Maranello appears to have achieved remarkable results in hybrid systems and energy recovery, effectively compensating for shortcomings in the internal combustion unit.
Chassis excellence: at Suzuka, particularly through the high-speed “S” curves where aerodynamic load and millimetric chassis precision are critical, Ferrari drivers have recorded sector-leading times. This clearly demonstrates that the car is inherently well-balanced and capable of delivering strong performance where others struggle.
The Zimmermann shadow and the “brain drain” effect
The human factor cannot be ignored in this equation. The departure of German engineer Wolf Zimmermann, a key figure in Ferrari’s power unit department for 11 years, now involved in the Audi F1 project led by Mattia Binotto, alongside Lars Schmidt, may represent a crucial turning point.
The loss of such high-level technical expertise during a sensitive transition phase towards the new generation of power units could have slowed down development progress in the internal combustion engine area. This would help explain the performance gap highlighted by the data analysis.
The opportunity of ADUO development tokens
If Ferrari were to be officially certified with a power deficit greater than 4% (below approximately 552 horsepower), the team would be entitled to two additional upgrade slots, known as ADUO. Paradoxically, this could become one of the biggest opportunities of the season.
If Maranello manages to maintain its current chassis excellence and, through these development allowances, recover even 15–20 horsepower from the internal combustion unit, the fight for victory could become a constant reality rather than an occasional surprise result.
Conclusions
The mystery surrounding Ferrari’s ICE performance remains open. Is this a deliberate design choice aimed at prioritising reliability and hybrid efficiency, or is it a temporary technical delay caused by recent personnel changes within the engine department?
One thing is certain: with a chassis that “flies” through the corners of Suzuka, recovering even a small portion of Ferrari’s traditional engine DNA could be enough to bring the Prancing Horse back to the top step of the podium on a regular basis.
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