During the interminable process by which the all new F1 powertrains were specified, concerns were expressed by a number of manufacturers that Formula One may find itself in a similar situation as the last time the power units were redesigned.
Mercedes came out all dominant, with Lewis Hamilton and Nico Rosberg winning all but three Grand Prix that season. Further evidence of the Mercedes 2014 package can be seen in the fact that Rosberg and Hamilton delivered eleven 1-2 finishes and were denied three more down to DNF’s due to reliability.
Manufacturers are capped for new engine development
The Brackley based team went on to dominate for almost a decade, winning a record and incredible eight consecutive constructor titles. Of course the predictable racing and championships became a strain on fans and the other team’s partners and so when the next F1 powertrain era was in the planning, the FIA did everything in their power to ensure F1 is not dominated again by one manufacturer.
As is the case for the teams each year, financial restrictions were brought in restricting the manufacturers to how much they can spend annually on their PU’s. That amount was set at $90m a year from 2022-2025 and will rise this season to $130m.
This is in stark contrast to the reported $1bn Mercedes invested in research and development for the all new 2014 hybrids and is intended to level there playing field. Further restrictions were applied in terms of test bench time allowed, similar to the way the chassis manufacturers are restricted in time for aero development.
Catch-up mechanism put in place
Then as a cover all – should one manufacturer still find a way to come out way ahead of the field, the FIA rolled out further safeguards to prevent further domination. The mechanism settled upon is known as the Additional Development and Upgrade Opportunities (ADUO) with a simple goal of allowing manufacturers who fall behind to catch up.
Across the first six Grand Prix weekends the FIA will measure the total output from each of the manufacturers power trains, and should any be m ore than 3% down on power, special measure can then be taken.
Targeted support will then kick in for a manufacturer, allowing more time on the dynos, some form of cost cap relief and potentially the chance to rehomologate their PU design with the FIA. Unlike in the WEC where a balance of performance system is used to handicap the quicker cars, the ADUO has been described as a “soft balance of performance.”
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‘Cheating’ mitigated?
Concerns were expressed that one manufacturer could ‘sand bag’ thus causing the ADUO to kick in, when in reality their powertrain is not running flat out. Ferrari’s head of powertrains, Enrico Gualtieri, Ferrari’s, now claims the framework for the mechanism is tight enough to keep everyone honest.
“The ADUO mechanism, for being able to have additional upgrades and development opportunities during the season, is a new process for everyone. It’s a new process for the FIA, it’s a new process for the power unit manufacturers. I feel that it’s quite well prescribed into the definition [of what is allowed],” says Gualtieri.
Each of the five manufacturers will have built a variety of architecture designs for their PU’s and Gualtieri believes the FIA oversight is inscrutable.
“Obviously, we will take some time to get used to it, to the outcomes, but I think it’s robust enough to go on with what we think may be the final target of this mechanism,” he claims. “So for the moment, we are certainly comfortable with the process. Despite that, we obviously keep in touch with the FIA in case of any additional requirements. But for the moment, it is fine for us.”
Fuels are key as power units do not become more efficient
In terms of the new 2026 regulations, the all new powertrains must run on fully sustainable fuels. One manufacturer’s lubricant supplier is believed to have taken a synthetic route, while the others are using a bio process, yet nobody really knows at present. Even after the Barcelona ‘shakedown’ the teams have remained tight lipped over their innovations for the coming year.
The fuel limit has again been cut for the Grand Prix. In 2013 it stood at 160kg but had been reduced to 110kg by 2025. This year it will be a mere 70kg, yet as Gualtieri explains, the combustion engines are as thirsty as they were previously.
“In terms of the new fuel, so advanced sustainable fuel, we have to say that it’s not really a big change in terms of final composition of the fuel,” Gualtieri explains.
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Sustainable fuel must be proven to be real
“Finally, the fuel is supposed to be designed almost in the same way that it was before. Because finally, what it counts at the end of the story are the molecules and the properties that these molecules can, let’s say, achieve and deploy.”
“So the engine appetite doesn’t really change a lot, meaning that the fuel design is almost similar to what we were using before,” he continued. What has changed is is the supply chain of the fuel is now monitored strictly. Those using bio designed fuels will need to demonstrate the original feed stocks from there the fuel was made to prove its sustainable nature.
“So this is an additional point on top of the performance and efficiency that we were always looking for from a fuel. And this is certainly something that changed the way that us and the fuel suppliers have got the exercise to define the proper fuel design at the end of the story.”
The fuel should be of a drop in nature which means it can replace the current oil based fuel and in a combustion engine and run as efficiently. This could change the global motoring carbon footprint, with 2 billion combustion engine vehicles estimated to be in use.
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NEXT ARTICLE – FIA call last minute powertrain crunch meeting in Bahrain
Just over twelve months ago, the FIA called a meeting of the powertrain manufacturers to discuss concerns that the all new 2026 F1 cars would run out of electrical charge along the straights. The proposal was to reduce the amount of electrical energy from its current 50/50 power split with the internal combustion engine.
To enforce any changes, there needed to be a super majority agreement, meaning four of the five manufacturers were required to vote in agreement. Audi and Honda in particular were not in favour of a tweak in the regulations and so the matter was swept under the carpet.
Now the fears of many have come to pass as in the Barcelona shakedown a number of drivers reported a loss of electrical power along the front straight and that they were forced to lift and coast into corners to conserve electrical energy. The FIA has now slated a pow wow with the manufacturers during the upcoming Bahrain pre-season test where the matter may well be revisited, although the primary purpose for the meeting is another topic entirely.
Mercedes new powertrain questioned for legality
Ferrari, Audi and Honda have been corresponding with the FIA in recent weeks since it came to light that Mercedes are using a metallurgical trick to defeat F1 governing body’s test for compression ratio’s in the internal combustion engine.
Engineers having left Mercedes High Performance Powertrains in Brixworth have allegedly spilled the beans on their former employer. The FIA test is conducted at ambient temperature when the power unit is ‘cold.’ However, once up to operating temperature, expansion in the specially selected metallic compound closes off a pocket in the cylinder, in effect reducing the cubic capacity and upping the compression ratio estimated at 18.1.
Initially it was believed that Red Bull too were exploiting a similar technology in their powertrain, although this now appears not to be the case. Red Bull have joined the other three manufacturers and are ready to protest the Mercedes power unit in an effort to have it declared illegal.
At the Barcelona shakedown, as happens each preseason, the teams had their espionage divisions in full action. Readings are taken by engineers of their rival’s engine notes at certain points around the circuit which are then analysed and reveal a whole host of information…CONTINUE READING THIS ARTICLE
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