Jonas Leo
The Fédération Internationale de l’Automobile (FIA) has released the findings of its latest Additional Upgrades and Opportunities (ADUO) evaluation for Formula 1 power units, unequivocally identifying the Red Bull-Ford internal combustion engine (ICE) as the sport’s benchmark in terms of raw power. This second period assessment, encompassing all competitive sessions from the season-opening Australian Grand Prix through to the Hungarian Grand Prix, provides a detailed, if contentious, snapshot of engine performance within the premier motorsport category.
According to the comprehensive analysis conducted by the federation, the power unit developed by Red Bull Powertrains, soon to be officially branded Red Bull-Ford, demonstrated superior performance compared to its rivals. Mercedes, a dominant force in the hybrid era’s engine development for much of the last decade, was found to be operating at a deficit of 2% to 4% in power relative to the Red Bull-Ford unit. Further down the pecking order, manufacturers Audi, Ferrari, and Honda were assessed to be more than 4% adrift of the leading benchmark. Notably, this evaluation did not factor in Honda’s newly introduced powertrain, which debuted at the Dutch Grand Prix, suggesting its impact on the overall landscape is yet to be formally measured by the ADUO system.
The ADUO mechanism is a regulatory tool designed by the FIA to address performance disparities among power unit manufacturers, particularly in the lead-up to significant regulation changes, such as those slated for 2026. It aims to provide struggling or new manufacturers with additional development allowances, including increased cost cap allocations and more extensive dyno testing opportunities, to help them close performance gaps. This system is crucial for fostering competitive balance and attracting new entrants like Audi.
In the initial quarter of the season, following the first ADUO evaluation period, the FIA had already granted specific concessions. Mercedes received one additional homologation opportunity for the 2026 and 2027 seasons, while Audi, Ferrari, and Honda were each awarded two additional homologations for both the current and forthcoming years. These homologations represent critical development pathways, allowing manufacturers to introduce updates or design changes outside the standard regulatory framework, thereby addressing identified performance shortfalls. Despite these allocations, no official public announcement of these early ADUO findings or subsequent awards had been made at the time.
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However, the latest ADUO ranking, officially confirmed today by the FIA, has not resulted in any further additional homologations being awarded to any manufacturer. This decision underscores the FIA’s assessment that the current performance landscape, based on the ADUO criteria, does not warrant further intervention through additional development allowances at this juncture.
Nikolas Tombazis, the FIA’s director of single-seater activities, commented on the rigor of the evaluation process. "The FIA has undertaken thorough and exhaustive analysis as part of our ADUO review process," Tombazis stated. "With the release of the findings of period two, we are confident that, based on the quality of the data, its analysis is incredibly robust, giving us a high level of confidence in our findings. We also have to respect the confidentiality and intellectual property of the teams and their power unit manufacturers in disseminating any details from the findings." He also acknowledged the nascent nature of the system: "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."
Despite the FIA’s confidence, the ADUO system has become a focal point of criticism within the Formula 1 paddock. A significant drawback often cited by teams and experts alike is its singular focus on the internal combustion engine. In the current hybrid era of Formula 1, the power unit is a highly complex integration of multiple components: the ICE, the Motor Generator Unit-Kinetic (MGU-K), the Motor Generator Unit-Heat (MGU-H), the energy store (battery), and the control electronics. Performance differentiation is not solely derived from the ICE’s raw power output but from the seamless integration, efficiency, and deployment strategies of all these elements.
This limited scope has led to a perceived disconnect between the ADUO rankings and the widely held belief within the sport regarding overall power unit strength. Mercedes, for instance, despite being ranked 2-4% down on ICE power by ADUO, has frequently been considered to possess the most potent overall power unit. This sentiment was even echoed by Mercedes team principal Toto Wolff, who, in a moment of candidness, admitted that Mercedes likely had the strongest power unit. While Wolff’s comments were not specifically referencing the ADUO metrics, they highlighted a broader perception that contradicts the FIA’s ICE-centric assessment.
Red Bull, the team currently benefiting from the top-ranked ICE, has paradoxically expressed frustration with the ADUO system and its implications. The team, which has achieved unprecedented success in recent seasons with its partnership with Honda (and now Red Bull Powertrains), reportedly requested a review of the post-Canada results due to what they perceived as a lack of development opportunities afforded by the current ranking. This request, however, was unsuccessful.
Laurent Mekies, the team principal for Red Bull, provided further insight into the team’s perspective following the Belgian Grand Prix. Aligning with Wolff’s assessment of Mercedes’ overall strength, Mekies stated, "Toto is right. I also think that they have the most powerful power unit. And certainly they had a sizeable advantage on the straight this weekend again." He elaborated on the recurring nature of this advantage: "But it’s not the first weekend. They have an advantage on the straight most weekends. And this weekend a bit more with the track sensitivity." Mekies’s comments underscore the complexity of power unit performance, where specific circuit characteristics can amplify certain aspects of a power unit’s design, such as straight-line speed. His remark, "As you said, the second period closing in Budapest in a week’s time. We’ll see what’s happening," indicated an anticipation for the current ADUO period’s findings, which have now been revealed.
The continued affirmation of Red Bull-Ford’s ICE as the benchmark, coupled with the persistent criticism of the ADUO system’s methodology and its perceived divergence from on-track realities, sets the stage for intensified debate. The discussions are now widely anticipated to dominate conversations within the paddock during the upcoming Italian Grand Prix weekend at Monza, a circuit known for its high-speed characteristics where engine power is paramount. The outcome of these ongoing discussions, and any potential evolution of the ADUO regulations, will undoubtedly have significant implications for power unit development and the competitive landscape of Formula 1, particularly as the sport looks ahead to the transformative 2026 technical regulations.
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Author Profile
- Jonas Leo is a passionate motorsport journalist and lifelong Formula 1 enthusiast. With a sharp eye for race strategy and driver performance, he brings readers closer to the world of Grand Prix racing through in-depth analysis, breaking news, and exclusive paddock insights. Jonas has covered everything from preseason testing to dramatic title deciders, capturing the emotion and precision that define modern F1. When he’s not tracking lap times or pit stop tactics, he enjoys exploring classic racing archives and writing about the evolution of F1 technology.
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