Formula 1 has never been short on high-stakes gambles, but Ford diving headfirst into Red Bull’s 2026 power unit project feels less like a safe bet and more like a Vegas all-in on a dodgy hand. What started as a tidy little side hustle in hybrid components has morphed into Ford mucking around with the full internal combustion engine too.
On paper, it sounds bold. In reality? It reeks of desperation. Red Bull is in flux, Ford has previous F1 baggage, and Mercedes are sitting back with the popcorn.
Let’s be real: Ford’s F1 track record is a mixed bag at best. Yes, they have the legendary Cosworth DFV in their trophy cabinet — the engine that dominated the sport through the ’70s and early ’80s. Back then, Ford looked like they ‘got it’.
Ford’s F1 embaraasment
But fast forward to the Jaguar era in the early 2000s and, well, it was a circus. Money poured in, results didn’t. Politics, mismanagement, and embarrassing headlines defined their stint until they sold the whole operation… to Red Bull. Irony much?
So when Ford strutted back into F1 in 2023 with Red Bull Powertrains, everyone rolled their eyes. “Here we go again.” Sure, they dressed it up as an electrification project — all about learning batteries, cell chemistry, inverters, the works. But now, conveniently, they’ve decided, “Hey, let’s do the engine too!” Sounds less like vision, more like mission creep.
Ford isn’t walking into a serene, well-oiled operation either. Red Bull is going through the most turbulent period since it bought Jaguar two decades ago. Christian Horner? Gone. Adrian Newey? Off to Aston Martin. Jonathan Wheatley? History.
Red Bull are scrambling
This isn’t the slick, ruthless machine that bossed F1 from 2021 to 2023. This is a team in transition, scrambling to prove it can still win without its god-tier leadership. And now Ford is tying its future to them, doubling down on not just the hybrid systems but the internal combustion engine too.
It’s like moving in with someone the week after their messy breakup. Sure, it could be great — but don’t be shocked if it blows up in your face.
The whispers in the paddock are brutal: apparently only “one” engine manufacturer is truly on pace for 2026, and everyone’s betting it’s Mercedes. Sound familiar? That’s because it is. When the hybrid era began in 2014, Mercedes rolled in and smashed everyone for nearly a decade.
Wolff responds to brutal Rosberg attack
Ford goes all in
Red Bull and Ford, meanwhile, are basically building a power unit from scratch while juggling leadership changes. Max Verstappen is probably praying they don’t leave him stuck with a midfield rocket disguised as an engine.
You can picture Toto Wolff right now, sipping an espresso and grinning: “Ja, let them struggle. We’ve seen this movie before.”
Mark Rushbrook, Ford Performance’s global boss, has been spinning the PR machine hard. Originally, Ford wanted to “learn electrification” — batteries, calibration, efficiency. Very Silicon Valley vibes. But now they’re knee-deep in the oily, combustion-y side too, helping Red Bull manufacture parts for the engine.
Can Ford’s corporate structure adapt?
It’s a sharp pivot. One minute, Ford’s all about sustainability; the next, they’re elbows-deep in pistons and crankshafts. To hear Rushbrook tell it, this is just part of “broadening their learning.” To outsiders, it feels more like Ford didn’t want to be seen as the junior partner while Red Bull took all the credit.
The risk? When everyone owns everything, nobody owns anything. And Red Bull without a crystal-clear hierarchy is not the Red Bull we’ve known.
Let’s not forget: Ford isn’t some nimble race team. It’s a massive corporate behemoth with shareholders, boards, and layers of bureaucracy. This isn’t Honda sending engineers to Sakura to bang out an engine in record time. This is Ford, where big ideas often drown in endless meetings and conflicting priorities.
Verstappen watches closely
The fear is obvious: F1 isn’t forgiving. If Ford slows Red Bull down even a fraction, the team’s 2026 project could implode before it even gets going. And in this sport, one bad regulation cycle can bury you for years. Just ask Ferrari circa 2014.
Here’s the elephant in the garage: Max Verstappen. The guy is a generational talent, but he’s also brutally pragmatic. If he smells weakness at Red Bull, he won’t hesitate to walk. Ferrari, Mercedes, Aston — all of them would rip up contracts tomorrow to get him.
And Max isn’t stupid. He knows that in 2026, the power unit game gets reset. If Ford and Red Bull get it wrong, he’s not going to waste two or three prime years dragging around a dud engine. Ford’s involvement is supposed to give Red Bull credibility — but if it doesn’t deliver, Verstappen’s exit door will be wide open.
How will the headlines read?
So, is Ford’s deepened role in Red Bull Powertrains a masterstroke or another chapter in their “almost great, mostly tragic” F1 history? Honestly, it could go either way.
If they nail it, Ford rebrands itself as a cutting-edge motorsport powerhouse, Red Bull silences the doubters, and Verstappen stays put to chase even more titles.
But if they botch it? The headlines write themselves: “Jaguar 2.0,” “Ford Fails Again,” “Red Bull Loses Its Wings.” Max leaves, Red Bull flounders, and Ford slinks back to Detroit muttering about “learning opportunities.”
Right now, it feels like a coin flip. But history tells us one thing: in F1, optimism is cheap. Results are everything. And unless Ford and Red Bull can pull off a Mercedes-level miracle, 2026 could be remembered less as the start of a golden era — and more as the beginning of an era in the wilderness.
Red Bull policy change. Drivers to be given a second chance
Liam Lawson’s lifelong dream of driving for Red Bull Racing lasted just two grands prix before he was shunted down the ladder. But while his stint as Max Verstappen’s teammate was short-lived, the New Zealander insists his fight fora long-term Formula 1 career is far from over.
Back in the spring, Helmut Marko tried to soften the blow. “He’s not being demoted — he’s moving to Racing Bulls,” the Red Bull advisor said, stressing that the Faenza-based team had “a very competitive car, much easier to handle than the RB21.
”Privately, though, the move was seen as brutal. After pre-season struggles in Bahrain and a difficult opening run of two race weekends — compounded by a cancelled practice session in Australia that hurt his preparation — Lawson’s confidence took a hit. “It was a downward spiral we needed to break,” Marko explained….. READ MORE
With over 30 years of experience in Formula 1 as an insider journalist, I have built trusted connections across the paddock, from race engineers and mechanics to senior team figures. At The Judge 13, I and a handful of trusted colleagues share exclusive Formula 1 news, expert analysis and behind-the-scenes stories you will not find in mainstream motorsport media.
