The second of the measurement periods where the FIA checks the power of each Formula One manufacturer’s internal combustion engine has been concluded, and the findings are broadly the same as the first.
In what must be embarrassing for Mercedes and Ferrari in particular, Red Bull Powertrains is once again stated as best-in-class. Coming into the 2026 season with massive changes in the specifications of the F1 power units, it was agreed that a catch-up system be put in place for manufacturers whose engines were underpowered.
And so, the Additional Development and Upgrade Opportunities (ADUO) program was created, whereby manufacturers deemed down on power would be allowed extra resources—both financial and bench-testing time—to upgrade their powertrains.
Understanding the ADUO Thresholds
A deficit to the leading power unit of between 2% and 4% would offer a manufacturer one upgrade opportunity in 2026 and another for 2027. A deficit greater than 4% allows two upgrade opportunities this year and another two next year.
However, after much debate, the manufacturers insisted that the ADUO program be based only on the power of the internal combustion engine—despite 50% of the overall power unit output coming from the hybrid systems.
A Flawed Metric
Based upon comments made by F1 design guru Adrian Newey in January 2025, it was believed the key to the next era of F1 power would be the output of the internal combustion engine. Having been caught out by Mercedes in 2014, Newey argued that despite learning from the start of the hybrid era, “there has to be a chance that one manufacturer will come out well on top and it’ll become a power unit-dominated regulation, at least to start with.”
He went on to opine: “And there’s a chance, if it’s on the combustion engine side of it, that somebody comes up with a dominant combustion engine that will last through the length of the formula.” And so, the ADUO program was based solely on the power output of the internal combustion engines.
The farce of this situation was clear when the first readings were revealed after the Canadian Grand Prix. Mercedes had won all of the races to that point in the season, yet Red Bull was deemed to have the “best” power unit. Mercedes led the way in the Constructors’ Championship with 216 points, while Red Bull languished down in fourth place with just 57 points.
Mercedes was deemed to be in the 2–4% deficit category, while the rest of the manufacturers were measured at a greater than 4% deficit to Red Bull. The nonsense of Ferrari getting four upgrade opportunities when they had three times the number of points as Red Bull is astoundingly unfair and plain illogical.
Now, with the second measurement period having expired, nothing has changed in terms of development tokens. Mercedes has chosen not to upgrade its engine, and so the gap to Red Bull remains the same.
Hybrid Differentiators and Rules Exploitation
Even more of a farce is the fact that the power unit development allowance is also not restricted to the internal combustion engine—despite that being the sole component evaluated for deficit measurements. As everyone has seen, the hybrid systems are the true performance differentiators, especially at circuits where energy harvesting capabilities are critical.
Ferrari decided to build its power unit with a small turbo fan in an effort to ensure better race starts. Given its two upgrade tokens, Ferrari will change its turbo configuration now that the FIA has altered start procedures to allow some hybrid power off the line for slower cars.
The new Ferrari power unit is expected to debut next time out in Monza, which will be the most energy-starved circuit of this season. Drivers are on full throttle for around 75% of the lap in the Royal Park, and braking is minimal, accounting for just 10 seconds across an 80-second qualifying lap.
The FIA’s Admission of a Flawed System
The FIA stated that it originally wanted a broader measure of the power units rather than focusing solely on the power of the ICE, but the manufacturers resisted this proposal. Following the release of the first set of ICE measurements by the FIA, its head of day-to-day F1 operations admitted the system was significantly flawed.
Nikolas Tombazis said: “The fact that engine power is not just a single number has been obviously known. We had, I would say in the spring of 2025, quite long discussions with them [the manufacturers]. We offered whether we wanted to consider certain things like the turbo pressures, or the turbo diameters, or the operating of the plenum temperature, for example, and such like.
“The universal position by the PU manufacturers back then was that we should keep it simple. So the fact that it is the current horsepower measurement of the internal combustion engine has been appreciated right from the start.” It appears Red Bull agreed to this system, under which it is now being unfairly penalized.
The Need for Unilateral F1 Governance
Of course, the universal agreement of the manufacturers was accepted at the time as the perceived right way to go, but now it is clearly wrong and a complete farce. Mercedes team boss Toto Wolff openly admitted in Canada that his team has the “best power unit,” and back-to-back wins for McLaren with their Mercedes engine only prove it.
The start procedures were unilaterally changed by the FIA, despite Ferrari protesting that it disadvantaged their small turbo design. This was done on the grounds of safety following massive closing speeds on the grid when certain cars were slow to get away. For safety concerns, the FIA does not need the agreement of any other F1 party to make rule changes.
However, the FIA is presently bound by the ADUO rules, given it cannot argue that the system requires changing on safety grounds. What was intended to ensure no manufacturer was left behind with its power unit design is doing the exact opposite—favoring powertrains that are already superior in their entirety compared to Red Bull.
When the latest set of ADUO results were announced, Tombazis did indicate the system requires an overhaul: “This is the first year of ADUO, so naturally there are areas which we may evolve over time, in discussion with all the PU manufacturers.”
Yet the reality of the situation is that it is not in the interest of Mercedes, Audi, Honda, or Ferrari to agree to any changes, given they are benefiting at Red Bull’s expense. Given this ridiculous situation, the topic of F1 governance should once again be discussed, and the FIA must assume powers to act unilaterally in the interest of fairness.
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A.J. Hunt is Senior Editor at TJ13, where Andrew oversees editorial standards and contributes to the site’s Formula 1 coverage. A career journalist with experience in both print and digital sports media, Andrew trained in investigative journalism and has written for a range of European sports outlets.
At TJ13, Andrew plays a central role in shaping the site’s output, working across breaking news, analysis, and long-form features. Andrew’s responsibilities include fact-checking, refining editorial structure, and ensuring consistency in reporting across a fast-moving news cycle.
Andrew’s work focuses particularly on the intersection of Formula 1 politics, regulation, and team strategy. Andrew closely follows developments involving the FIA, team leadership, and driver market dynamics, helping to provide context behind the sport’s biggest stories.
With experience covering multiple seasons of Formula 1’s modern hybrid era, Andrew has developed a detailed understanding of how regulatory changes and competitive shifts influence the grid. Andrew’s editorial approach prioritises clarity and context, aiming to help readers navigate complex developments within the sport.
In addition to editorial duties, Andrew is particularly interested in how media narratives shape fan perception of Formula 1, and how reporting can balance speed with accuracy in an increasingly digital news environment.
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