The timing at Maranello is delicate: Ferrari faces a wave of departures ahead of 2026 – The Ferrari Formula One team is once again in the headlines for the wrong reasons. As the sport moves closer to the new engine regulations due to come into effect in 2026, the company is dealing with a number of high-profile departures among its engineering staff. While the movement of personnel between teams is not unusual in Formula 1, the timing of these departures has raised eyebrows across the paddock.
According to Italian website Motorsport.com, Ferrari has lost its long-serving wind tunnel specialist Ioannis Veloudis to Sauber, which is set to become the Audi works team in 2026. In return, Franck Sanchez, an aerodynamicist from Hinwil, will be heading in the opposite direction to join Ferrari.
While this may appear to be a standard swap on paper, the greater concern lies in the powertrain department, where two significant figures have left the Scuderia.
Harsh words directed at Hamilton
Ferrari scrambles to fill the void
Wolf Zimmermann, a key figure in Ferrari’s engine group, and his deputy Lars Schmidt are set to join Audi to oversee the development of its first Formula One power unit. This represents a significant strengthening of Audi’s technical capabilities, while leaving Ferrari scrambling to fill critical gaps.
Adding to the sense of upheaval, Enas Tadmor, who recently made a name for himself with his work on cooling solutions at Ferrari, has also left to join Mercedes, where he is expected to continue improving thermal management efficiencies.
Ferrari insists that stability remains in the form of Enrico Gualtieri, the head of its powertrain programme. Gualtieri is said to have attracted interest from elsewhere, but has chosen to remain loyal to the Scuderia for now. His task is an unenviable one: ensuring that Ferrari’s 2026 engine project does not fall behind schedule while also managing the loss of some of his most experienced deputies.
Critics describe the situation as an ‘escape from Maranello’, pointing to the spate of departures as evidence that Ferrari is falling behind its rivals in the race to develop for the new era. Meanwhile, Mercedes is rumoured to be the furthest along in designing its 2026 power unit, and Audi has secured new hires from Ferrari, as well as the seasoned leadership of former Mercedes engine chief Adam Baker, to direct its entry.
The hybrid era intensifies in 2026
The regulations that trigger this talent migration represent one of the biggest shifts in Formula One power unit philosophy since the hybrid era began in 2014. The next generation of engines will have a total output of around 1,000 horsepower, yet roughly half of this will come from the hybrid element.
In effect, the sport is doubling down on electrical power while simplifying the overall system by eliminating the MGU-H — the complex heat recovery component that has long been a source of technical intrigue and financial strain.
The FIA hopes that, by removing the MGU-H, costs can be kept in check and the barriers to entry lowered for new manufacturers. Audi has already seized this opportunity, and Ford has re-entered the sport through its partnership with Red Bull Powertrains. Nevertheless, the enormous expense of running modern Formula One engines remains a concern for both FIA President Mohammed bin Sulayem and Formula One CEO Stefano Domenicali.
Both men are already calling for further cost control and are even suggesting another overhaul of the regulations by 2030, despite the fact that the 2026 engines have yet to be used.
Why the exits matter
For Ferrari, the timing could hardly be more inconvenient. It takes years for technical staff to design, test and refine a new power unit. The groundwork for 2026 should already be well underway, so losing personnel at this stage risks disrupting the continuity required to deliver a competitive package. Even if replacements are found quickly, valuable knowledge and intellectual property leave with every departing engineer.
Maranello’s reputation as a workplace is also under scrutiny. Formula One’s engineering ecosystem is famously tight-knit, so when several people choose to leave at once, rumours start to circulate. Are Ferrari’s engineers leaving because they lack confidence in the current leadership?
Are they disillusioned with the pace of progress on the 2026 project? The answers are elusive, yet the damage to Ferrari’s reputation is clear.
Meanwhile, Audi is the obvious beneficiary. By recruiting Zimmermann and Schmidt, the German company gains not only technical expertise, but also valuable insight into Ferrari’s methodologies. This could accelerate Audi’s ability to field a reliable and competitive power unit in its debut season. Mercedes will also be quietly satisfied, having secured Enas Tas at a time when cooling solutions are set to become even more critical due to the increased reliance on electrical systems.
Ferrari, its own worst enemy
Of course, Ferrari has been here before. For decades, the Scuderia has oscillated between periods of brilliance and chaos, sometimes within a single season.
One could argue that Maranello has perfected the art of being its own worst enemy. Just when optimism begins to build, the script inevitably flips, with the headlines reading more like the minutes of a crisis meeting than the proclamations of a world championship contender.
The current drama feels particularly Ferrari-esque. Imagine safeguarding the Prancing Horse’s engine project for 2026, only to watch your deputies defect to rivals one by one. It’s like hosting a dinner party, only to find your guests sneaking out the back to attend a more glamorous soirée down the street.
The comparison with Mercedes is especially galling. While the Silver Arrows are rumoured to be ahead of the pack in terms of their power unit design, Ferrari finds itself having to defend its project while simultaneously denying that its staff departures amount to a brain drain.
One might argue that the best indicator of confidence in a project is whether the people working on it choose to stay. In Maranello’s case, this measure does not inspire confidence.
Looking ahead
This is not to suggest that Ferrari is doomed for 2026, however. The team has vast resources, a world-class facility and the loyalty of a fanbase bordering on religious devotion. Enrico Gualtieri is still in his position, and Sanchez’s arrival from Sauber could yet prove beneficial. However, success in Formula One hinges on continuity and clear direction, and it remains to be seen whether Ferrari currently possesses either.
If Mercedes really is ahead and Audi arrives with the backing of the Volkswagen Group’s resources, as well as the expertise of former Ferrari lieutenants, then the Scuderia could find itself at a disadvantage at the start of the new era. For a team that has not won the drivers’ championship since 2007 or the constructors’ championship since 2008, another false dawn would test the patience of even its most devoted fans.
The jury is still out on this one. Are Ferrari’s current troubles merely the usual reshuffle seen across the paddock, or do the departures signal a deeper malaise that could cripple Maranello in the new hybrid era?
MORE F1 NEWS – Russell Skips Baku Media, Illness or Contract Cold Feet?
Ahead of the Azerbaijan Grand Prix, George Russell withdrew from his Thursday media duties, with Mercedes confirming that their driver was unwell. The team issued a brief statement this morning, assuring fans that Russell would recover in time for Friday’s practice sessions at the Baku street circuit.
The English driver, now firmly established as Mercedes’ lead figure alongside rookie Andrea Kimi Antonelli, has enjoyed a strong campaign so far in 2025. With six podiums already this year, including victory at the Canadian Grand Prix in June, Russell has challenged the top three: Max Verstappen in the Red Bull and the McLaren pairing of Oscar Piastri and Lando Norris.
His progress has been steady, and with the sport preparing for a major regulatory overhaul in 2026, he is expected to be the linchpin of Mercedes’ challenge next year.
Mercedes stress that Russell’s absence from media duties is precautionary and does not signal anything more serious. His workload in 2025 has indeed been immense, as he has had to balance an intense racing schedule with sponsor commitments and the natural expectation that comes with being the face of the team. However, the timing is interesting because Russell’s contractual situation has been hanging over him for months without resolution. This is where the first crack in the calm corporate…READ MORE ON THIS STORY
Clara Marlowe is a Formula 1 writer at TJ13 with over 15 years of experience in motorsport journalism, having contributed features to established sports magazines such as Evo, MCN, Wisden Cricket Monthly and other digital outlets.
Clara specialises in human-interest storytelling, focusing on the individuals behind the sport, including drivers, engineers, and team personnel whose roles are often overlooked in mainstream coverage.
At TJ13, Clara contributes long-form features and narrative-driven pieces that explore the personal and professional journeys within Formula 1. This includes coverage of career-defining moments, internal team dynamics, and the human impact of high-pressure competition.
Clara’s work brings depth and perspective to the sport, complementing news and analysis with stories that highlight the people behind the machinery.
Clara has a particular interest in how personal narratives intersect with performance, and how individual experiences shape outcomes across a Formula 1 season.
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.
