Ferrari Technical Director Details 2026 F1 Power Unit Revolution

Ferrari's power unit technical director, Enrico Gualtieri, has outlined the fundamental shift coming in 2026, where electric power will match the internal combustion engine and energy management will become the ultimate performance differentiator. The new regulations, which eliminate the MGU-H and triple the electric output, are pushing teams into uncharted technical territory where software and driver input will be more critical than ever.

Why it matters:

The 2026 power unit reset represents the most significant technical overhaul since the start of the hybrid era in 2014. With a mandated 50/50 split between electric and combustion power, the very philosophy of an F1 car's performance is being rewritten. How teams adapt to managing a finite battery charge per lap and recover energy without the MGU-H will define the competitive order for years to come, potentially preventing a single-team dominance like Mercedes enjoyed at the start of the last regulation cycle.

The Details:

Gualtieri highlighted two core regulatory changes driving the revolution.

• The 50/50 Power Split: The electric motor's output will jump to 350 kW (roughly 470 hp), tripling its previous contribution and creating an equal power partnership with the internal combustion engine (ICE). This flips the current 80/20 ICE-dominated balance on its head.
• The End of the MGU-H: Energy recovery will now be the sole responsibility of the MGU-K during braking. The removal of the complex MGU-H, which harvested energy from the turbo, simplifies one system but massively complicates overall energy management strategy.

These changes create significant engineering challenges. The battery will not sustain full electric deployment for an entire lap, meaning drivers will experience a drop in power on long straights. Recharging that battery is also more complex, placing a premium on braking efficiency.

The Big Picture:

Despite the challenges, Gualtieri does not expect races to be dominated by conservative "lift and coast" tactics. Instead, performance will hinge on software—the complex algorithms governing when to deploy and recover energy. Furthermore, the driver's role evolves; they will need to manually manage energy deployment modes via the steering wheel far more frequently and strategically during a race.

The introduction of active aerodynamics is intended as a tool to help offset these energy limitations, but Gualtieri notes its effectiveness will depend entirely on how well it is integrated with the car's electronic control systems.

What's Next:

With the first 2026 car launches and private tests imminent, no team has a clear picture of their competitive standing. Gualtieri suggests the long lead time on the regulations should prevent a repeat of Mercedes' early hybrid-era dominance. However, reliability issues are reportedly widespread in dyno testing, partly linked to pushing the limits of the new 100% sustainable fuels while also chasing the substantial 30 kg reduction in minimum car weight.

Formula 1 is entering completely new technical ground. Once the season begins, the development race to optimize this unprecedented power unit balance will be relentless, with car evolution needed not just for lap time but sometimes to compensate for inherent power unit weaknesses.