Rumor: Ferrari blocks Red Bull-Ford from getting extra 2026 F1 development time

Many F1 teams have been alarmed by the benefits that Red Bull Powertrains would have received if it was allowed to produce 2026 F1 power units as a ‘new’ F1 engine manufacturer as new manufacturers get extra development time.

It has access to Honda’s existing F1 power unit intelligence – something a company like Audi does not enjoy coming into F1.

Ferrari president John Elkann and CEO Benedetto Vigna have now reportedly intervened to “assert the political weight of the Prancing Horse”, against Red Bull-Ford for the 2026 F1 power unit development according to La Gazzetta dello Sport.

It was rumored that Ferrari initially refused to sign up to the 2026 engine regulations, but after clarifying the Red Bull Ford situation with the FIA, they have now signed up.

It is believed that their agreement with the FIA may include some benefits for Ferrari, but the details of this agreement is yet to be revealed.

As can be seen below, the FIA can grant Red Bull-Ford a ‘Partial New PU Manufacturer’ status.

New PU Manufacturers

1.1              Definition of a New PU Manufacturer

A PU Manufacturer intending to supply PUs for the first time in year N, will be considered to be a “New PU Manufacturer” if it (or any related party):

  1. has not homologated a PU at least once in the period 2014-2021; and
  2. has not received any significant recent Intellectual Property from a PU Manufacturer who is not a New PU Manufacturer, subject to the conditions outlined in Article 5.2 of this (together, for this Article 5 only, the “Necessary Conditions”)

The “New PU Manufacturer” status will be granted by the FIA, at its absolute discretion, for the complete calendar years from N-3 to N+1.

In order to be granted the “New PU Manufacturer” status, the PU Manufacturer in question must, upon the request of the FIA, provide the FIA with all of the detailed information or documents requested by the FIA describing the commercial background and details of the PU

Manufacturer’s business, the Intellectual Property owned by the PU Manufacturer and the technical relationship between the PU Manufacturer and any other related entity or persons (the “Requested Documentation”).

PU Manufacturers granted a “New PU Manufacturer” status are given additional rights or exemptions in certain provisions of the Technical, Sporting and Financial Regulations.

In order to assess whether the Necessary Conditions have been satisfied by a PU Manufacturer, the FIA will assess the Requested Documentation provided by the PU Manufacturer with regard to three factors:

  1. Infrastructure: the necessity for the PU Manufacturer to build facilities, invest significantly in assets, and hire personnel with prior Formula 1 experience;
  2. ICE status: the prior experience of the PU Manufacturer in Formula 1 Internal Combustion Engines, and potential possession of significant recent Intellectual Property; and
  3. ERS status: the prior experience of the PU Manufacturer in Formula 1 ERS systems, and potential possession of significant recent Intellectual

1.2              Partial New PU Manufacturer status

If, following a review of the Requested Documentation, the FIA determines that a PU Manufacturer does not fully satisfy the Necessary Conditions, the FIA reserves the right, at its absolute discretion, to grant the PU Manufacturer a partial New PU Manufacturer status.

Partial New PU Manufacturer status will give rise to a reduction of the additional rights accorded to New PU Manufacturers by the Technical, Sporting and Financial Regulations.

The level of reduction of additional rights applied to holders of partial New PU Manufacturer status will be determined according to the weights shown on the following table:

Regulations Influenced by criteria
Financial Regulations: Cost cap and CapEx limits Technical or Sporting Regulations
Parameter Infrastructure 40% * 20% *
ICE status 50% * 50% *
ERS status 10% * 30% *
Outcome: sum of three parameters 0% or 100% **


*          For each parameter, these weightings are allocated either in full or at zero value, depending on the criteria met by the PU Manufacturer

**       For Technical or Sporting Regulations, the Newcomer status is awarded either in full (if the sum of the three parameters is greater or equal to 50%), or at zero value.

1.3              Revocation of the New PU Manufacturer status

The FIA reserves the right, at its absolute discretion to revoke a PU Manufacturer’s New PU Manufacturer status if:

  1. it becomes apparent that any of the information provided to the FIA by the PU Manufacturer as part of the Requested Documentation that led to the status being granted have changed in a significant manner; or
  2. new evidence comes to light indicating that erroneous information has been provided by the PU Manufacturer to the FIA as part of the Requested

The knowing provision by a PU Manufacturer of false or misleading information in the Requested Documentation shall be considered a material breach of these Technical Regulations and will be treated by the FIA in accordance with Article 4 of this Appendix.

1.4              Transparency

Should a PU Manufacturer be awarded the New PU Manufacturer status (or a partial such New Manufacturer status), the FIA will communicate this to all other PU Manufacturers, alongside a detailed report on such status. The report will include the two percentage scores to be determined in accordance with Article 5.2 of this Appendix and will explain the reasons for the FIA’s decision, whilst withholding any confidential information.

1.5              No right of appeal

PU Manufacturers shall have no right of appeal against any decision by the FIA in relation to the provisions of this Appendix 5.

2026 Formula 1 Power Unit PU Technical Regulations


Fully sustainable fuel is a cornerstone of the 2026 regulations and all fuel components must come from sustainable sources – either non-food-bio-derived, from genuine municipal waste or from sustainable carbon capture. This ensures that no new fossil carbon will be in the fuels used in Formula 1 and therefore no new fossil carbon will enter the atmosphere from a Formula 1 car exhaust.

Fuel regulations encourage any sustainable production method to be followed without prejudicing on-track performance so fuel suppliers can use Formula 1 as a step in their own pathway to global and commercial scaling up of sustainable technology.

  • All fuel constituents must be fully sustainable.
  • The overall greenhouse gas saving will be in line and stay in line with latest European standards as they evolve.
  • Fuel flow rate to the ICE will be limited by energy, not mass or volume.
  • More parameters will be limited to ensure the fuel developed is a relevant, drop-in gasoline that will be competitive whichever production method is produced.

  • Internal Combustion Engine (ICE)

    The ICE will retain the V6, 1.6-litre layout at the same RPM, with a reduced fuel flow rate to aim for a power output of approximately 400kW. The ICE will be broadly split in two parts:

  • The lower part, involving the engine block, crankshaft, connecting rods, pumps, and ancillaries which will be more prescribed.
  • The upper part, mainly focused on the combustion area and the associated components will also feature prescription but there will be more freedom to develop the combustion system for the new fuel.The objective is for ICE competition to focus primarily on the upper part, with the lower part being more prescribed dimensionally, and having longer homologation periods.A range of standardization and simplification measures has been developed across the whole ICE to achieve a cost reduction.
  • The MGUH will be removed.
  • Variable trumpets and their actuation and control systems will be removed.
  • Limited ranges to key dimensions are defined (for example piston, crank, block, valves, injector position, turbocharger wheels).
  • Overall PU element legality volumes are now more precisely defined.
  • Material limitations have been extended to exclude many high-cost options.
  • Extension of standardization of components or of their design features (injector, knocksensor, ignition coils, ‘powerbox’, torque/temperature/pressure sensors).
  • The supply perimeter has been extended to ensure parts such as exhaust systems and ancillaries must be designed for a complete PU life resulting in a significant cost saving over a season. An upgrade and homologation schedule has been defined to control development and changes of specification between years.

  • Energy Recovery System (ERS)

    The ERS will be increased in power to 350kW. This will remain a key area of competition between the PU Manufacturers, with an emphasis on energy flow management to achieve the key objectives of spectacle, increased hybridisation and similar overall performance to the current PU.

  • Regulations will aim to increase the road-relevance of the cells, power electronics and MGUK.
  • Cells will be an area of development, but their supply will have non-exclusivity provisions to contain a potential cost escalation.
  • Design constraints to improve ERS safety and the ability to police have been mandated.
  • Controls have been introduced that either limit or require recycling of critical materials.

  • Overall PU Layout

    The positioning of key PU components is more restrictive in the 2026 PU Regulations in order to not lock in long-term advantages or disadvantages. A range of reference volumes has been defined within which each PU element must lie.

    PU Sporting Regulations

    PU Usage

    In each year, each driver will be able to use:

  • 3x ICE / turbocharger / exhaust units.
  • 2x Energy stores / MGUKs.For the first year of these new regulations (2026), these numbers will be increased by one.

  • PU Test Bench Restrictions

    For cost control reasons, clear definitions are given to the various PU Test Benches that can be used by a PU Manufacturer for the development of their PUs. The potential PU Test Benches (and the maximum number each PU Manufacturer may use) are:

  • Single-Cylinder Dynamometers: 3
  • Power Unit Dynamometers: 3
  • Power Train Dynamometer: 1
  • Full Car Dynamometer: 1
  • ERS Test Benches: 2The number of operational hours that PU Manufacturers can use for their development is limited to control costs, according to the following table:

    Operation hrs / year










    2026 PU

    limit – ICE


    5400 (over 3 years)






    2026 PU

    limit – ERS


    3400 (over 3 years)






Operation hrs / year 2022 2023 2024 2025 2026 2027 2028 2029 2030
New PU Manufacturers after 2026 N-4 N-3 N-2 N-1 N
2026 PU limit – ICE 300 5400 * 700 400 400 400 400
2026 PU limit – ERS 200 3400 * 500 400 400 400 400

In each year, the limits of PUTB testing for the 2026 PU are summarized in the following table:

* These limits are cumulative over the three years, 2023, 2024 and 2025 The following provisions and explanatory notes also apply:

  1. For ICE testing, the following formula defines the limit in Occupancy Hours: [ICE Occupancy Hours] = [ICE Operation Hours] x 8
  2. For ERS testing, the following formula defines the limit in Occupancy Hours: [ERS Occupancy Hours] = [ERS Operation Hours] x 5
  3. Starting from 2026, PU Manufacturers who satisfy the criteria laid out in Article 4 of Appendix 4 of the Technical Regulations for “Additional Development and Upgrade Opportunities” (ADUO), will be granted an additional 30% in ICE Operation Hours in the 12-month period starting a week after the 5th Competition in the year when the criteria for ADUO are
  4. For the period 2023-2025, each year will have individual Operation and Occupancy limits equal to 40% of the total cumulative allowance for these three
  5. From 2026 onwards, each Reporting Period, as defined in Article 3.1 of this Appendix, will have individual Operation and Occupancy limits equal to 24% of the annual
  6. New PU Manufacturers, intending to homologate Power Units for the first time in year N, but in any case, after 2026, will be granted the Operation hours indicated respectively in the N-4, N-3, N-2, N-1 and N columns for each of these years before the year of first homologation of a PU in the Formula 1
  • PU Financial Regulations

    The FIA 2026 F1 Power Unit Financial Regulations have been developed by FIA with the assistance of Deloitte LLP. Deloitte LLP has issued a Certification Report to confirm that the proposed FIA 2026 F1 Power Unit Financial Regulations are fit for purpose to achieve the objectives illustrated below.

    Objectives and Cost Cap Level

    Regulations to come into from 1 January 2023 to help achieve the following objectives:

  • To promote the long-term competitive balance of the championship in respect of PUs.
  • To promote the long-term sporting fairness of the championship in respect of PUs.
  • To ensure the long-term financial stability and sustainability of the PU Manufacturers, while preserving the unique technology and engineering challenge of Formula 1.Cost Cap level (adjusted for Indexation) is set at 95 USD MM for the Reporting Periods 2022-2025 and at 130 USD MM from 2026 onwards.

  • Exclusion of Costs

    Main categories of cost incurred by PU Manufacturers excluded from the calculation of Relevant Costs are the following:

  • Marketing and Heritage Assets Activities.
  • Depreciation, Finance costs, Taxation, Fx exchange losses.
  • HR Activities, Finance Activities and Legal Activities.
  • Health & Safety costs.
  • Non-PU Activities.
  • Manufacture and servicing of PU leased to Customer Teams.
  • Current Generation (2023-2025) PU Activities.

  • Breaches and Penalties

    Procedural Breach will result in Financial Penalties or Minor Sporting Penalties (in case of aggravating factors).

    Minor Overspend breach (<5% Cost Cap) will result in Financial Penalties and/or Minor Sporting Penalties.

    Material Overspend breach (>=5% Cost Cap) will result in Mandatory Championship points deductions (Teams and or Drivers) and any other Financial Penalties and/or Material Sporting Penalties.

    Non-Submission Breach will result in Mandatory Constructors Championship points deductions and any other Financial Penalties and/or Material Sporting Penalties.

    Policing and Enforcement

  • The Cost Cap Administration is responsible for administering, monitor compliance with these Power Unit Financial Regulations, investigate instances of suspected non-compliance, and take appropriate enforcement action in respect of any alleged breaches.
  • The Cost Cap Administration can enter, when deemed appropriate, into settlement with PU Manufacturers in case of Procedural Breach or Minor Overspend Breach or refer the case to

the Cost Cap Adjudication Panel in case of Procedural Breach, Minor or Material Overspend Breach or Non-Submission Breach.

  • The Cost Cap Adjudication Panel is elected by FIA General Assembly in accordance with the FIA Statutes.
  • The Cost Cap Adjudication Panel decision can be appealed in front of the International Court of Appeal.