To create the power units that will equip the new Formula 1 single-seaters from 2026, the teams certainly did not have to resort to the so-called blank sheet of paper. The thermal V6 and the MGU-K will in some ways be relatives of those already used since the beginning of the hybrid era, i.e. since 2014. Yet some aspects will be different and it is precisely there where the manufacturers have tried to make a difference to beat the competition and guarantee themselves an initial advantage.
All the powertrain divisions of the Formula 1 teams were therefore able to start from much more solid foundations than in the past. This would suggest a short list of components on which innovation and differentiation could be brought, in the search for better performance.
“The elements of the power units already existed, so to obtain a high-performance one you have to set incredibly ambitious goals. We asked ourselves several questions to try to do our best and also live with the cost limits linked to the power units”, confirmed Hywel Thomas, director responsible for Mercedes AMG High Performance Powertrains.
Precisely for these reasons, Thomas himself tried to reel off the main points that should lead power unit manufacturers to try to make a difference over others. These points involve the main components of the hearts of the next Formula 1 single-seaters: combustion engine, electrical part and the interaction between these two components.
The V6s, i.e. combustion engines, will have the usual importance. It will need power and reliability. But if on this last aspect all manufacturers have now reached excellent levels, on performance the values will certainly be different.
“Engine power is definitely a very important factor. We are engineers who design and build power units, we love engine power, and this will be one of the main aspects,” confirmed Thomas.
The electrical system, the MGU-K which will have to guarantee the surplus of energy during the tour which, however, will be limited compared to the past. This is why teams and drivers will have to have greater interaction with each other, so as to make the electrical part as efficient as possible and not find themselves in crisis at unwanted moments. The objective, in fact, is to make the available energy last as long as possible.
Aston Martin AMR23, engine detail
“The second point is related to the efficiency of the electrical system. The more efficient you are in this field, the more you will be able to keep it active and the longer you can do it, the faster you will go. This will also play a very important role.”
As often happens, a car works well if all its components can work well together. And this is precisely the third point that Thomas indicated as fundamental.
“Being able to make all the components work well together will be fundamental. How do you do something like this? How do you transiently use all the energy we have available? How do you transiently combine all the power? How do you interact with a completely new car and with the driver?”.
“The driver will be able to be very fast on the straight if he really wants to, but he will be really struggling for the rest of the lap. So he won’t be able to do it, even if he wanted to. That strategic element is understanding where to use all of this I think makes a big difference in the whole thing.”
At the start of the season there will almost certainly be an engine that will have an advantage in terms of performance. From 2026, however, the manufacturers most in difficulty will be able to take advantage of the ADUO (Additional Development and Upgrade Opportunities).
“We have a cost gap for power unit manufacturers. For this reason, since the inception of these regulations, you can see that there is a concept called ADUO, which is the acronym for Additional Development and Upgrade Opportunities,” said Nikolas Tombazis, FIA technical manager of the single-seater division.
“This concept was the result of a lot of work. It was already present from day one of these rules, but in recent months more details have been added to define exactly how it will work.”
“Every 5-6 races the average performance of each power unit manufacturer will be measured. Those who are below a certain established level, depending on how far they are below, will get that benefit which will accumulate over the course of the year.”
“The benefit will translate into three things: one is additional money for development, a few more hours on the dyno and the possibility of carrying out a new engine homologation. So those who are behind will have the opportunity to accelerate and catch up.”
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