Verstappen’s manager has heard “good things” about Red Bull’s 2026 engine – Formula 1 is approaching one of the most significant regulatory resets in its history. From 2026, sweeping new power unit rules will transform how teams compete, placing greater emphasis on electrical power, sustainability, and in-house technical expertise. As anticipation builds, even the sport’s leading organisations admit that certainty is in short supply. Red Bull Racing, long accustomed to setting the benchmark, is no exception.

With all teams developing their 2026 concepts largely behind closed doors, it is almost impossible to make comparisons. This uncertainty has turned the build-up to the new era into something of a guessing game, with optimism often tempered by realism.

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Controversial ‘trick engine’ from Red Bull and Mercedes?

As this website reported on yesterday, Formula 1 is facing a fresh technical controversy, with teams divided over a potential loophole in the new power unit rules and Red Bull Powertrains are one of the engine manufacturers in the sportlight. The issue centres on the FIA’s decision to reduce internal combustion engine compression ratios from 18.0:1 to 16.0:1 in order to limit peak performance and improve efficiency.

However, the method used to measure this limit has created an ambiguity that some manufacturers may exploit.

Under the current regulations, compression is measured at ambient temperature while the car is stationary. It is believed that engineers have designed internal components that expand significantly under racing conditions, enabling the compression ratio to increase once the engine reaches full operating temperature.

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Extra power advantage

This loophole could deliver an estimated advantage of 15 horsepower, which could be decisive under the new rules. Although no formal protest has yet been lodged, Mercedes and Red Bull-linked power units have been mentioned in discussions in the paddock.

The FIA has acknowledged the issue and confirmed that it is discussing thermal expansion with power unit manufacturers. However, there is currently no mechanism to measure compression at racing temperatures. Any post-hoc rule changes would be difficult to enforce once power units are homologated for the season. With testing imminent and the order of competitiveness unknown, the loophole is widely expected to become a major point of contention as teams prepare for the 2026 opener in Australia.

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“Good things”, but no reference point

Max Verstappen’s manager, Raymond Vermeulen, is optimistic about the new engine, loophole or not, and has offered a glimpse into Red Bull’s current mood regarding its new power unit project.

In an interview with RacingNews365.com, Vermeulen said that he had heard ‘good things’ internally about the development of the engine that Red Bull Powertrains is building for the first time.

However, he was quick to emphasise how relative such feedback is at this stage: “What does ‘good’ mean?” Vermeulen admitted. “I don’t know because I don’t have any points of reference. So let’s wait and see.’

This lack of context is not unique to Red Bull. With all eleven teams set to compete under the new regulations from 2026 onwards, no one will truly know where they stand until the cars line up on the grid and compete in real-world conditions.

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Early races will reveal the truth

According to Vermeulen, meaningful conclusions will only be possible once the new regulations have been put to the test in competition. ‘It will only become clear in the first few races how things develop,’ he explained. “So we will start with a new approach.”

History supports that view. Previous regulation changes have often produced unexpected hierarchies, with some teams performing well from the outset while others struggle to identify areas for improvement. The opening races tend to reveal not only outright pace, but also reliability, operational sharpness, and development potential.

In that sense, the 2026 season is expected to be as much about adaptability as raw performance.

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Adaptability as the Key Advantage

Vermeulen believes that the decisive factor may not be who starts on top, but who reacts best when things do not go according to plan. “The crucial point will be which team can turn things around quickly when they’re not at the top,” he said.

This process extends far beyond the racetrack. It involves reorganising factory departments, streamlining decision-making, and speeding up the production of updated parts. In an era defined by cost caps and restricted testing, efficiency and clarity of direction could mean the difference between recovery and stagnation.

Importantly, Vermeulen stressed that this challenge applies to everyone equally. ‘That applies to everyone equally,’ he noted. ‘That’s the good thing about it.’

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Confidence in Verstappen and Red Bull

Despite the unknowns ahead, Vermeulen made it clear that Verstappen and his team are comfortable with the current situation at Red Bull. “We’re definitely satisfied,” he said. ‘I think we’ve had a damn good season. We have a very challenging year ahead of us.’

He also dismissed any suggestion that Verstappen’s ambition has waned. “Max is still young, still ambitious, and still very fast,” he added, emphasising the belief that the four-time world champion is fully committed to Red Bull’s future.

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Marko backs the project

Outgoing motorsport consultant Dr Helmut Marko shares that confidence. Speaking on Servus TV, Marko said that, despite the scale of the challenge ahead, Red Bull is “well-positioned for the difficult 2026 season”.

He highlighted the appointments of Laurent Mekies and Alan Permane as key strengths in the area of leadership and acknowledged the magnitude of producing an in-house Formula 1 engine for the first time. ‘This entails certain risks,’ Marko admitted, ‘but that was also a principle agreed upon between Didi Mateschitz and myself – no risk, no fun.’

As 2026 approaches, Red Bull’s message is clear: optimism, realism, and a willingness to embrace uncertainty in pursuit of long-term success.

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NEXT ARTICLE – F1 row erupting over 2026 regulation loophole

There was Williams active suspension in the 1990’s, Renault’s electronic gismos in the mid naughties, the double diffuser of the Brawn car and off throttle blowing by Red Bull and Renault. All loopholes in the regulation which a single team managed to exploit to win championships.

Now with the biggest set of technical regulations coming in the history of F1, another loophole is likely to cause a paddock row and a potential protest from certain teams come the season opener in Australia.

The grey area some manufacturers of the powertrains are seeking to exploit is over the new compression ratios for the internal combustion engine specified by the FIA.

 

Maximum compression rate for ICE reduced for 2026

Whilst no formal complaint has yet been made, the finger of suspicion has fallen upon Mercedes – who supply McLaren, Williams and Alpine together with Red Bull powertrains who supply the Racing Bulls and Red bull Racing.

The beef surrounds Article C5.4.3 of the new technical regulations which mandates a reduction in compression rates from 18.0:1 to 16.0;1. The reason behind this was to temper peak performance and deliver more efficient combustion in lines with the sport’s ever increasing green values, but it appears to have created a new complex battle between the manufacturers.

The loophole has been created by the FIA’s decision on how to measure the new ratio. Under the current rules this will…READ MORE ON THIS STORY