The ADUO system is shaking up the Formula 1 paddock, with Red Bull-Ford hoping to fall within the engine concession rules in order to close the gap to the benchmark set by Mercedes. Laurent Mekies aligns with Toto Wolff’s view that regulatory assistance should only be used to recover lost ground and not to create unfair advantages. However, he believes their power unit is suffering a performance deficit of around 2% and has therefore requested a regulatory exemption from the FIA.
Red Bull among the ADUO contenders
With the first crucial phase of the 2026 Formula 1 season now underway, attention from teams and manufacturers is fully focused on the implementation of ADUO (Additional Development and Upgrades Opportunities). This concession mechanism has quickly become the most discussed political and technical topic in the paddock in recent weeks.
At the top of the current power unit performance hierarchy sits the Mercedes engine, and all trailing competitors are eagerly awaiting the FIA’s decisions to understand whether they will be able to benefit from development assistance in order to close the gap. Among the most notable contenders is the new Red Bull-Ford project, whose leadership is fully aware of the performance shortfall compared to the current benchmark.
Despite the clear need and willingness to access these concessions, a new and rather unusual political convergence has emerged: the general belief is that these rules should not overturn the competitive order, but rather limit the damage for those who have interpreted the new hybrid regulations less effectively. In other words, the goal is to allow those who are behind to catch up, and nothing more.
Red Bull-Ford and political alignment with Mercedes
In recent weeks, Toto Wolff has been very clear in defining the true purpose of the FIA regulation. The Mercedes team principal has stressed that ADUO must serve as a vital support mechanism for manufacturers facing difficulties. He explicitly referred to the challenges encountered by Honda, noting that such issues must not under any circumstances be turned into a shortcut to competitiveness.
The Austrian manager’s view is straightforward: if a manufacturer has a clear and proven issue, it is correct that the system should help them recover. However, these concessions must not become a “launch ramp” that disadvantages those who have done an excellent job in developing their power unit from scratch. Unexpectedly, Laurent Mekies has fully supported and reinforced this position.
While recognising the enormous effort made by engineers to bring the new Red Bull-Ford power unit to its current level, the executive admitted that the engine is still not comparable to the best in the field. In an interview given to Sky Sports F1, he clarified the team’s firm position on technical concessions, tempering any overly optimistic expectations.
“I think Toto is right,” he said. ADUO exists to allow teams to recover ground, not to suddenly overtake everyone else. In that sense, I completely agree with him. Red Bull expects to fall within the FIA concession category. “We expect to be included in the derogation group, although it will not allow us to overtake our rivals in one go. After all, there are no magic wands in F1.”
The ADUO mechanism: the 2% and 4% thresholds
To fully understand the power dynamics that will shape future developments, it is necessary to analyse the mathematical parameters on which ADUO is based. This regulation acts as a safety net designed to balance grid performance, distributing advantages proportionally according to the size of the performance deficit.
The key measurement is the performance delta compared to the most efficient power unit at any given time, which is currently the Mercedes engine. The FIA has defined two specific intervention thresholds to determine which manufacturers are eligible for concessions. For constructors showing a power deficit between 2% and 4%, the regulation unlocks an initial package of benefits along with additional test bench hours.
If the deficit is more severe, exceeding the 4% threshold, the regulatory support becomes significantly stronger in order to prevent unbridgeable performance gaps that could harm competition integrity. Honda is already considered safely within these support measures. The real question mark concerns the positioning of other manufacturers such as Red Bull, which believes it falls within the 2% range and therefore qualifies for ADUO assistance.
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