As the technical specifications were being finalised last season for the all-new 2026 Formula One powertrains, the FIA introduced a mechanism to prevent a repeat of 2014, where one manufacturer dominated the field. Yet with Honda being so far behind, new proposals are being discussed to allow the Japanese manufacturer more opportunity to catch up.
Under the Additional Development and Upgrade Opportunities (ADUO) program, the power output from the various internal combustion engines would be measured after six rounds. Any manufacturer more than 2% behind the leading engine would be allowed an additional upgrade in-season this year and another for the start of 2027.
Were the deficit to be 4% or greater, then two 2026 in-season upgrades would be offered, together with another two for the following year. Originally, the FIA suggested their calculation of the power deficit be more complex, taking into consideration how efficiently each MGU-K deployed its 350kW of electrical energy, along with other variables such as plenum temperature, the size of the turbocharger, and a power measure based on the density of the 100% sustainable fuel being used.
F1 manufacturers demand simplicity
However, the manufacturers rejected a “total power” measurement, suggesting this would give an advantage to certain clever design trade-offs. And indeed, this has been proven to be the case, with Ferrari opting for the smallest of turbos, which improves low-end torque and drivability.
Under the original proposal, this would be deemed a power deficit and allow Ferrari some leeway for development, despite their engineers choosing the smaller turbo for reasons other than pure power. With current discussions underway over the application of the ADUO, the FIA’s head of F1 day-to-day operations made his position clear.
“About a year ago, we offered the manufacturers a slightly more complex formula that would also take these [secondary] parameters into account. They were quite categorical in saying that they did not want it. The position of all the manufacturers was that we should simplify,” said Nikolas Tombazis.
With round six of the championship now to be completed in Canada, the original deadline for the first round of FIA data collecting has shifted. Only then will the FIA be confident it has a big enough statistical sample to declare the relative power measurements of each manufacturer’s internal combustion engine.
Red Bull & Ferrari ask for ADUO allowances
“Let’s not forget that the ADUO is not, as some might say, a balance of performance system. It’s not like you’re suddenly going to get better fuel flow or less weight or anything like that. We’re looking to offer a bit more of an opportunity—but you still have to build the best engine to win. We’re not going to give three points to the guy behind you,” added Tombazis.
These comments from the FIA official mark the first in what will be some skirmishes around who is and who isn’t allowed access to the ADUO program. Mercedes’ boss Toto Wolff has already argued this should include Honda alone, and that Ferrari, Red Bull, and Audi are not behind Mercedes by much in terms of power.
The first “return of serve” came from Red Bull’s Laurent Mekies (Red Bull-Ford), who described Mercedes as having a “considerable lead,” estimating it to be around 0.3 seconds a lap. He, along with Ferrari boss Fred Vasseur, believes the first ADUO should be for the rest of the field as an “opportunity to close the gap” to Mercedes.
Toto Wolff went on to put the FIA on notice in terms of their first set of published power results. “There is no room for trickery here… any such decision can have a major impact on the performance landscape and the fight for the championship if it is not carried out with absolute precision,” said the Austrian.
2027 F1 engine architecture may change regardless
With the more complex measure of power rejected last season, Tombazis reveals the methodology for the calculation is relatively simple:
“Power is calculated in a lap-weighted way: where power is more relevant, typically at the beginning of a straight, it has more weight compared to where it is less important. For each race, we take the best car of each engine manufacturer, we collect data over many laps, and we take the average.”
On that basis, there is an argument that each of Mercedes’ competitors is fulfilling at least the minimum 2% deficit requirement, although we have to wait until after Canada for the final report from the FIA.
Further, it may be that the FIA decides the teams will have some flexibility in redesigning their power unit’s architecture to add some power to the ICE to mitigate that recently removed from the MGU-K. The maximum energy recovery has been cut from 8MJ to 7MJ, and deployment of the full 350kW of battery is now restricted to just certain places across a lap.
By allowing the teams to increase the flow rate of the 100% sustainable fuels from 75kg/h back to its 2025 levels of 100kg/h, this would beef up the internal combustion engine, which at times has to charge the battery and drive the rear wheels of the car.
FIA: Extra upgrade allowances for Honda
Yet so bad is Honda’s situation, there is serious consideration to re-writing the catch-up rules to help them further than was originally envisioned. The F1 technical regulations state: “ADUO homologation upgrades are not cumulative within a season and will only be granted following the first occasion that the PU manufacturer is assessed by the FIA as eligible for ADUO.”
However, the cap on the number of upgrades allowed each season is currently under review, with the FIA prepared to allow Honda more than two in this season alone. If Honda is outside the 4% window after the Canada report, they would be entitled to two in-season upgrades.
Yet another measure will be taken after 12 rounds of the 2026 calendar, and under the current regulations, there would be no more upgrade opportunity for Honda. Were the FIA to scrap the cap on upgrades, Honda would continue to have the opportunity to catch up with the rest of the field.
There is nothing to be gained for the other manufacturers from having Honda only capable of finishing one car once in every three Grands Prix. In fact, it damages the image of the sport, for which everyone pays. Yet for this change to occur, it will require a super-majority among the other manufacturers—Audi, Red Bull-Ford, Mercedes, and Ferrari. If more than one dissents, then the Honda proposal will fall.
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