Red Bull, having secured four drivers’ and two constructors’ titles during its partnership with Honda, is set to use its own developed power unit in 2026, collaborating with Ford.
Mark Rushbrook, Ford Performance’s director, conceded that the undertaking is, in Toto Wolff’s words from Zandvoort, an immense challenge. Nevertheless, he is confident that the groundwork laid in Milton Keynes has been executed to the highest possible standard.
“A Degree of Apprehension” Before Barcelona Trials
“Our progress aligns with the schedule, placing us precisely where we intended,” Rushbrook conveyed to Autosport during a private discussion, “however, the true test begins when the unit is integrated into the vehicle and put through its paces on the circuit.”
“Consequently, the initial day of trials marks a pivotal moment, and indeed a significant week. It is at this juncture that the fruits of our intensive three-year endeavor will become apparent.”
The inaugural significant evaluation will be the commencement of winter assessments in Barcelona, an event conducted without public or press access. When questioned about Ford’s apprehension concerning these upcoming trials, Rushbrook elaborated:
“A certain degree of apprehension or excitement invariably accompanies the debut of any fresh vehicle or power unit on the circuit. While our digital tools are excellent for design, and our laboratories are highly effective for assessing and refining the hardware and its corresponding calibration, enabling extensive simulation in these settings, the complete picture only emerges once everything is unified on an actual race circuit. The crucial query then becomes what unexpected elements will surface on the track that weren’t observed in the laboratory.”
Rushbrook had earlier detailed that the 2026 engine’s progression involved a phased approach: initially focusing on boosting power output, subsequently stabilizing reliability to the target standard, and upon achieving that, re-engaging efforts to further increase power.
Furthermore, he underscored that output and dependability are not the sole considerations. Recently, internal attention has also turned to an additional factor: driver experience – specifically, the sensation the pilot perceives from the fresh power unit and its ease of operation.
Red Bull Ford Powertrains
Photo by: Red Bull Content Pool
“It encompasses the output, the efficacy, the dependability, and subsequently, the handling, concerning the software and fine-tuning,” he elaborated. “Regarding the project timelines established at the outset, we have consistently met them.”
“Currently, our efforts are centered on the intricacies of that calibration and the overall driver experience, elements that can be partially managed through computational modeling, in laboratory settings, and in simulators alongside the drivers. That constitutes our present area of concentration.”
Have Red Bull-Ford’s Objectives Been Ambitious Enough?
Regarding the Internal Combustion Engine (ICE) – an area recently scrutinized for a rumored compression ratio exploit – the primary concern for all manufacturers revolves around whether their self-imposed performance benchmarks are sufficiently ambitious.
Rushbrook affirmed that Red Bull’s internal objectives have been achieved, yet the benchmarks established by rivals such as Ferrari, Honda, or Mercedes remain unknown. Considering this, the natural inquiry is how Red Bull and Ford established their own targets.
“By adhering to the regulations that all participants must operate under, one can project the theoretical maximum potential. This theoretical maximum then serves as the foundation for setting your ultimate objective,” Rushbrook clarified.
“I anticipate that all teams, through their engineering departments, would arrive at similar estimations, as the underlying physical principles applied are universal. It seems probable that every entity will converge on the same theoretical peak. Beyond that, the challenge lies in the efficiency of reaching that performance level.”
Mark Rushbrook, Head of Motorsport Ford Performance
Photo by: Alexander Trienitz
Paul Monaghan, Red Bull’s chief engineer, conceded in Las Vegas that a minor disadvantage in the ICE might be expected for Red Bull when contrasted with long-standing manufacturers, given that the combustion engine hasn’t undergone a total redesign relative to prior rules.
“However, I believe any disparity would be minimal,” Rushbrook retorted. “While it’s true that incumbent engine creators possess extensive experience, the 2026 regulations introduce distinct differences. Furthermore, we’ve gathered numerous seasoned individuals from various initiatives to collectively address this.”
“Therefore, even if we lag slightly in the realm of the internal combustion engine, we anticipate the gap will be negligible, and we intend to compensate in all other areas.”
Preventing a Recurrence of 2014 in F1?
Concerning the ICE, the FIA has implemented a safeguard, known as the ADUO system, or Additional Development and Upgrade Opportunities. Following three distinct six-race intervals (1-6, 7-12, 13-18), the regulating body will evaluate the comprehensive power equilibrium.
Constructors whose pure power output is between 2% and 4% less than the top ICE will be granted a single supplementary enhancement. Those lagging by more than 4% will be afforded two chances for improvement.
This measure aims to avert a scenario like 2014, when Mercedes’ supremacy was sustained for an extended period, and Rushbrook views it as beneficial for the racing discipline.
2026 FIA F1 car render
Photo by: FIA
“I believe our current position is advantageous and fitting for the sport, wouldn’t you agree? Our objective is for all participants to have an opportunity to contend. Thus, by incorporating these regulatory amendments to facilitate catching up, I consider it the correct approach for the sport.”
The FIA discourages fans from likening ADUO to a Balance of Performance system, a sentiment Rushbrook shares.
“Absolutely not, this is unequivocally not a Balance of Performance system. We employ that in numerous categories, and a BoP is suitable for certain series given their inherent characteristics. In sports car competitions, with diverse car profiles and structures, it serves its purpose. However, this particular series is founded on technical prowess, with performance dictated by adherence to technical stipulations.”
The paramount concern, naturally, is how Red Bull-Ford will perform under these specific regulations. Uncertainties will persist until the winter testing sessions and quite possibly until the initial race of the season in Australia, yet Rushbrook expresses contentment with the preparatory work conducted in Milton Keynes.
Indeed, Wolff’s comment regarding the team’s monumental challenge holds true, but for the present, Ford remains guardedly hopeful about its re-entry into Formula 1.
“Toto’s assertion is valid, isn’t it? It’s accurate in that this represents a fresh initiative,” Rushbrook stated. “However, as I previously mentioned, it’s an amalgamation of individuals from various projects. We believe our standing is strong, but the complete assessment will only be possible once we begin circuit operations.”
