Weak race launches highlight broader issues with Audi’s 2026 Formula 1 engine
In the Audi camp, the main topic of discussion following the opening three Grands Prix of the 2026 Formula 1 season revolves around the performance of the power unit. For several months—if not years—it had been widely anticipated that the engine architecture would play a decisive role in defining competitiveness under the new regulations, and this prediction has proven accurate. The German manufacturer from Ingolstadt has therefore placed the power unit at the center of its development focus.
The R26 has demonstrated that it possesses the fundamental characteristics required to compete in the midfield and potentially secure consistent top-10 finishes across circuits with very different layouts and demands. However, the number of points collected so far has fallen short of expectations, particularly when considering the potential of the car developed in Hinwil.
The primary factor limiting the performance of the red, black, and silver car appears to be the power unit. The Audi R26 has displayed two main areas of concern. The first becomes evident on the straights, where the electrical energy supplied by the MGU-K is frequently used in an attempt to compensate for shortcomings in the internal combustion engine.
Straight-line speed is therefore one of the weaknesses, but it is far from the only issue. Race starts have also proven to be a significant problem for the team now led by Mattia Binotto following the departure of Jonathan Wheatley. During the Japanese Grand Prix, Gabriel Bortoleto and Nico Hulkenberg lost five and six positions respectively at the start, dropping from eighth and thirteenth to thirteenth and nineteenth. This was not an isolated case but part of a recurring pattern observed in the early phase of the season.
The Audi power unit, like several rival engines, features a relatively large turbocharger, which does not help deliver the required boost in a short amount of time. The increased size inevitably introduces greater inertia, making it more difficult to achieve optimal boost pressure quickly and deliver the expected surge of power during critical moments such as race starts.
Moreover, this characteristic also affects the opening lap of the race, where the electrical component of the power unit plays a crucial role. The hybrid system must provide the necessary torque while the turbocharger reaches its operating window. As a result, energy deployment becomes fundamental in covering the deficiencies of the internal combustion engine during these early phases.
“It was a negative start [in Japan],” Mattia Binotto stated. “And it’s not the first time, so clearly it’s not one of our strengths. At the moment, the reason why it hasn’t been solved yet is that it’s not something easy to fix.”
“On the other hand, we know it is an absolute priority for us. Because once again, we had a good qualifying session, but there is no point starting in strong positions if we lose them all at the start.”
It is no secret that almost all Formula 1 engine manufacturers—Mercedes being the notable exception—are closely monitoring the possibility of accessing the ADUO (Additional Development and Upgrade Opportunities) system. This mechanism, introduced by the FIA, allows manufacturers whose internal combustion engines fall between 2% and 4% below the reference performance level defined by the governing body to implement targeted upgrades.
Manufacturers with a deficit greater than 4% may receive even greater concessions, including additional dyno testing time and increased flexibility in budget allocation to accelerate development and reduce the performance gap to competitors.
However, a major limitation remains: time. The ADUO system cannot be considered a quick fix. Teams eligible for these concessions will only be identified after several races, once sufficient data has been collected and analyzed according to FIA metrics. It is expected that these evaluations will take place after a defined number of Grands Prix within the 24-race calendar.
Furthermore, even once eligibility is confirmed, manufacturers will need to design, develop, and implement the necessary modifications to their power units. This process is inherently time-consuming and complex. As a result, any significant upgrades may only be introduced on the third and final internal combustion engine allocated to each car for the entire season.
“Engine development timelines are very long,” Mattia Binotto explained. “We have assessed that a large part of the gap to the top teams comes from the power unit, which is not unexpected. We knew it would be the biggest challenge.”
“And we do have a plan to recover. But developing an engine, especially when it involves certain concepts, can take time. It is no coincidence that we have set 2030 as our target [to fight for the world championship].”
“Because we know it will take time. I think we need to be patient right now. We are very ambitious and would like to see the problems solved within a couple of races. But sometimes that is not possible. So we need to understand exactly where we are as a team, what our plans are, and most importantly, follow them. Because miracles are not possible.”
“We are not here to perform miracles. That is not our job. We are here to build solid plans to address the problems and improve in the future. And I believe that is achievable.”
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