The main novelty of the 2026 power unit generation is the increased electric component, which is set to deliver 50 percent of the total power output. However, based on the first indications to emerge, perhaps somewhat surprisingly, the element that could have the greatest impact on performance differences between the various projects appears to be the internal combustion engine.
This view was confirmed by Ben Hodgkinson, technical director of Red Bull Powertrains, who addressed the topic during the presentation of the Red Bull 2026 livery, which took place last night in Detroit.
“Yes, I believe the internal combustion engine could represent the main differentiating factor,” Ben Hodgkinson explained. “On the ERS side, I expect everyone to reach efficiency levels close to 99 percent in terms of electrical power. When it comes to the internal combustion unit, however, we know that in the previous technical cycle the most efficient engines were operating at around 50 percent efficiency, so there is still significant room for improvement. Another key aspect will be the development carried out with the fuel supplier: in our case, the contribution of ExxonMobil has been crucial in extracting as much performance as possible from the ICE.”
Two other key topics also emerged from the discussion with Hodgkinson: the extent of the performance gaps between the various manufacturers and the issue of reliability, which is considered one of the main challenges after years in which power units have achieved mileages exceeding 4,000 kilometers with increasingly limited performance degradation.
“The differences between the power units will be smaller than those seen at the start of the hybrid era in 2014,” he continued, “because the internal combustion units will be very similar to each other. Fuels may make some difference, but overall we have lost the MGU-H, the compression ratio has been limited, and turbocharging is also constrained. The regulations have introduced changes designed to ‘reset’ combustion technology, without completely revolutionizing it.”
“We are not facing a radical change in architecture; we are still talking about a V6,” he added. “The new regulatory limits have reduced loads, consequently easing the stress on components as well. I therefore expect overall performance levels to be very close.”
“It’s true that Red Bull Powertrains is a young project, but many people in my team have extensive experience in Formula 1, and that’s probably why I’m optimistic. It will obviously be very interesting to understand the level of the other manufacturers, but if I had to point to one area with a potentially higher risk of performance differences, I would say aerodynamics. That said, it’s not my field: it’s just a personal feeling.”
Ben Hodgkinson’s technical analysis suggests that the 2026 “engine war” will be won in the details of combustion rather than the headline-grabbing electrical components. By highlighting the 99% efficiency of modern ERS systems, the Red Bull Powertrains director shifts the focus back to the 50% efficiency ceiling of the V6, where marginal gains in sustainable fuel chemistry could provide the winning edge. While he predicts a closer field than the lopsided 2014 reset, his optimism—fueled by an experienced staff and a deep partnership with ExxonMobil—indicates that Red Bull is ready to challenge the established manufacturers at their own game.
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