Mercedes have won the 2026 Formula One constructors’ championship at a canter, as did their young Italian driver Kimi Antonelli in the drivers’ title race. Both of their successes were founded in a start to the season which saw the Silver Arrows the dominant team—winning all of the first six Grands Prix.
Clearly, their car had the best power unit, something Toto Wolff admitted after Kimi Antonelli claimed his 6th victory at round 10 in Belgium: “We have the most powerful power unit, we have a strong car that is capable of winning, everybody gives its maximum to minimise the mistakes and still it happens because we are humans at work.”
This statement piqued the interest of senior members of the Red Bull team, given the FIA had declared the previous month in Monaco that, in fact, under its Additional Development and Upgrade Opportunities (ADUO) programme, Red Bull were declared to have the most powerful engine.
The Origins and Rules of ADUO
The ADUO was designed to prevent what happened back in 2014, when Mercedes aced the new engine regulations and went on to dominate the sport for close to a decade. Six of Hamilton’s seven world titles came during that period, along with an unprecedented eight consecutive constructors’ championships for Mercedes.
Back then, there were no effective rules in place for the other manufacturers to properly catch up. Further, the ADUO limited the amount a manufacturer can spend on developing the new 2026 powertrains, given the rumours that for 2014 Mercedes spent an eye-watering $1bn in research and development for their 1.6-litre hybrid turbo.
So, back to the conundrum: Mercedes is victorious at the first six rounds of the 2026 season, yet it is Red Bull—without a win and just two P3 podiums—that has the best engine. How can this be? It is because it was decided that the ADUO programme and the development opportunities afforded to those with less power would be measured on the power of the internal combustion engine alone.
Adrian Newey’s Warning and the ICE Measurement Loophole
And in some small fashion, it could have been Adrian Newey who set this hare running. Back in January 2025, when the final tweaks to the power unit regulations were being set, speaking to German publication AMuS, Newey claimed: “There has to be a chance that one manufacturer will come out well on top, and it will become a power-unit-dominated regulation, at least to start with. There’s a chance that 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, because the way the regulations are written, it’s quite difficult for people who are behind to catch up.”
Newey went on to suggest that catching up on the electrical side should be easier, as is the case with the all-new 100% biofuels the teams will run in 2026. In the autumn of that year, the FIA published its ADUO procedures and—hey presto—it was the internal combustion engine alone which would be measured for the power rankings.
Yet when Red Bull—who are making history by becoming the first customer team to build their own power unit—were declared to have the best ICE, Mercedes and Ferrari engineers must have been hanging their heads in shame. Decades of know-how and data collected, yet in true Red Bull fashion, the energy drinks company has triumphed in the world of racing again.
The Farcical Allotment of Upgrades
Further, the lunacy of lauding the all-new 50/50 hybrid/ICE power units, then only checking the power of one half, is incredulous. But that’s F1. Mercedes were declared to be down on Red Bull power by between 2% and 4%, which allowed them one engine upgrade for this season and another for next. Honda, Ferrari, and Audi were down on power by over 4%, giving them two engine upgrades in 2026 and 2027.
The FIA has measured the power units three times this season, and the results have remained the same. The latest findings have been published today, with the FIA stating that the gaps to Red Bull had “evolved”, but that it “did not result in any additional homologations being granted to the power unit manufacturers”.
What this means is that Mercedes and the rest remain in the brackets they were first evaluated to be in, so each retain the extra engine upgrades they have already been awarded. What is mind-blowingly obvious is why a manufacturer would improve the performance of the ICE when, without having officially improved, they can develop much more on the electrical side of the powertrain.
Overhauling ADUO for 2027
The farcical nature of Mercedes winning 12 out of 20 rounds so far this season and yet being allowed to improve its power unit is beyond belief, and so changes are coming to their ADUO regulations for 2027.
These have been under discussion since the return from the summer break, and while no announcements have been forthcoming from the FIA, Nicholas Tombazis, head of day-to-day operations, was candid: “We have been working closely with the Power Unit Manufacturers and teams to explore refinements to the methodology that will support the continued effectiveness of ADUO in future seasons.”
With the shift away from 50% power being delivered from the hybrid toward the internal combustion engine, it will be necessary to improve the fuel flow rates regulated for this season. This gives the FIA some wriggle room in terms of negotiating with the manufacturers.
The options fit three broad categories, which include changes to how internal combustion engine power is measured to include turbo pressure and various operating temperatures. Secondly, the FIA could persuade the manufacturers that it is only sensible for the power measurement to be across the entire hybrid powertrain.
Binotto’s Solution and the 2030 Horizon
Earlier this season, Audi CEO Mattia Binotto made a remarkably sensible suggestion for an F1 engineer when he called for the engine upgrade allowances to be based on the positions in the constructors’ championship and not by judging absolute power at all.
This indeed does make sense, given the aerodynamic allowances each of the teams is allowed are based on their position in the constructors’ table every six months. Those at the top get the least wind tunnel time and CFD allowances, whilst those at the bottom get significantly more of these resources as a catch-up mechanism.
There are those in the paddock who claim the teams are converging presently and that the competition in 2026 will be particularly close. Yet if we look at the results since McLaren claimed their first victory in Hungary, they have won three Grands Prix—so have Red Bull. Yet Mercedes still remains the leading contender, having won four across the latest ten rounds.
Finally, the window is also closing for agreement on the scrapping of the complex, expensive hybrids and a return to V8s in 2030—something which is of particular importance to Cadillac. They are listed as being an engine manufacturer for 2029, but should the technology be changing, they may wish to defer this new status for a season.
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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.
