New Ferrari and Red Bull war by 2026 engines

In 2026, the new technical regulations for Formula 1 engines will come into force, which will bring significant changes – above all a particularly strong emphasis on power generation.

The connection of the new F1 engines with the electrification of production cars is more than ever attracting the interest of non-Formula 1 manufacturers, as it will be an excellent platform not only for the development of electrification technologies, but also for their promotion – from every factory – through marketing and the global appeal of the sport.

The first new manufacturer to be tapped into Formula 1 for 2026 was Audi, which has officially submitted its bid to enter the sport in 2026 and is already building its team in partnership with Sauber. Meanwhile, Honda, which officially exited the sport in late 2021, has seen the benefits of a full factory return in 2026 and has also submitted its application to be listed as an F1 engine maker in 2026.

But it wasn’t that simple. Management at Volkswagen Group, which owns Audi (as well as Porsche, which is still considering entering the sport in 2026), felt – rightly so – that Audi compared to existing engine makers in F1 – Mercedes, RBPT/ Honda – lagging behind in know-how, Ferrari, Renault – as the latter have 9 years of experience developing hybrid engines introduced in 2014.

As a result, the FIA ​​has decided that new manufacturers entering 2026 will be given some key privileges – exemptions from their team’s annual budget cap, more hours on the dyno, resources and more – to quickly make up lost ground and not have to many years to reach the level of the competition. Something like that would particularly damage their image.

Audi will enjoy these benefits as a clear new manufacturer – with brand new engine manufacturing already being established at its development center in Neuburg, Germany. But when it comes to Red Bull Powertrains / Honda, things are slowly getting cloudy.

The situation is quite complicated. When Honda announced to Red Bull Racing its decision to withdraw at the end of 2021, Red Bull made its own decision to become an engine manufacturer itself. So he founded Red Bull Powertrains, the engine division of Red Bull Racing, and then in short order built and staffed the RBPT factory next to the chassis factory in Milton Keynes, UK.

The start-up factory would not be able to take Honda’s place in 2022, so Red Bull Racing made an agreement with Honda to provide its powerplant manufacturing expertise until at least 2022. RBR’s moves were aided by the fact that beginning in September 2022, all engine development would be halted – except for interventions related to their reliability issues – to allow manufacturers to conserve resources and devote their infrastructure to the design, development and manufacture of the 2026 engines could.

It wasn’t long before both sides announced that the engines that Red Bull Racing will be using until the end of 2025 will not be built in Milton Keynes and Red Bull Powertrains’ new factory, but in Tokyo by Honda.

It then became apparent, even for those who didn’t know the background, that Red Bull wanted to register Red Bull Powertrains as a new manufacturer in 2026 to enjoy the benefits that truly new manufacturers – like Audi – would have. In fact, RBPT has applied to the FIA ​​to be listed as an independent engine manufacturer, separate from Honda – which has also made its own application.

The problem was obvious: thanks to the close partnership with Honda and the know-how transfer between the workers in Milton, Red Bull Powertrains already has the know-how for the hybrid powertrains that have been in use since 2014 – without any changes to the technical regulations Keynes and Japanese engineers.

So Ferrari clearly appreciates that Red Bull is trying to circumvent the regulations in order to gain these significant advantages – over Ferrari, Mercedes, Renault – in the development of the 2026 engine. Even if Red Bull and Honda have not worked together since 2026 , Red Bull Powertrains will have already benefited from Honda’s know-how transfer for the current generation engines for four years. Especially if Red Bull maintains its partnership with Honda in 2026.

Ferrari has achieved something unique compared to other teams: using the importance of its name to Formula 1, it has managed to secure the right to veto any change in the sporting regulations – a right that no other club has. And the veto will be their last “paper” in this case.

At the moment, Scuderia has not used its right of veto, but it is possible to do so. She is currently lobbying the FIA ​​not to submit her application for inclusion in the 2026 Engine Manufacturers, resulting in the FIA ​​continually extending the nomination deadline that originally expired on October 15, 2022. All indications are that it will be extended to 2023 as long as the Scuderia (and Renault for their own reasons) don’t drop out.

For its part, Red Bull insists that Red Bull Powertrains has every right to be considered as a new manufacturer in 2026. RBR director Christian Horner said: “The deadlines have been extended, but there are still many discussions to clarify some technical regulations and of course to issue the final regulations. Red Bull Powertrains has joined as a newcomer in 2026. It is an exciting time for the group, for the company, a new challenge and there is a lot to do before 2026.”

So the FIA ​​is called upon to unravel another political and behind-the-scenes tangle, break another impasse, clear the landscape for the engines of 2026 – all while time is running out.

Photo credit: Red Bull Content Pool