Formula 1 finds itself at a crossroads, grappling with two distinct yet intertwined engine debates that will shape its future. While immediate fixes are sought for the new 2026 power unit regulations, a more fundamental discussion is underway regarding the sport’s engine architecture for 2031, with FIA President Mohammed Ben Sulayem advocating for a dramatic return to naturally aspirated V8s.
Ben Sulayem’s vision for 2031: a V8 revival
Ben Sulayem is pushing for a significant shift, proposing a return to a naturally aspirated V8 engine with a token hybrid system, reminiscent of F1’s rules in 2013. His vision suggests an engine capacity of between 2.6 and three litres, with only 10% of its total power derived from electrical elements, a stark contrast to the current nominal 50-50 energy split. Some insiders even suggest Ben Sulayem would prefer as little as 5% or even zero electricity.
The FIA President sees multiple benefits in this approach, telling Car and Driver that a V8 return would be “for the sake of sustainability when it comes to the business, the price, the efficiency, the light weight, the sound for the fans; I think you are ticking many boxes here.” This move would retain the carbon-neutral sustainable fuels introduced this year, aligning with modern environmental goals.
Weight is a key factor in Ben Sulayem’s argument. The current 1.6-litre V6 turbo power units weigh 185kg. In comparison, the 2.4-litre V8s used in 2013 weighed 130kg, including their kinetic energy recovery systems. The internal combustion engines themselves were just 95kg. Furthermore, a 2013 F1 car started a grand prix with 160kg of fuel, compared to 90kg in 2026. This meant:
Read also: Scheffler shares US PGA lead as Aronimink proves unexpectedly brutal
- A 2013 car had a total engine and fuel race-start weight about 15kg heavier than now.
- By the end of a race or in qualifying, a 2013 car would be approximately 55kg lighter than current cars.
With the Concorde Agreement expiring at the end of 2030, Ben Sulayem is reportedly leveraging the threat of unilaterally imposing engine rules in 2031 to accelerate his desired changes to 2030. However, a return to significantly louder engines, potentially limited to 15,500-16,000rpm to manage noise, could pose challenges for city-centre races like Miami and Las Vegas, where noise guarantees have been made.
Industry reaction and immediate 2026/2027 challenges
The proposal has met with mixed reactions. While the nostalgic appeal of a roaring V8 is strong for many fans, some in the paddock express caution. Mercedes F1 boss Toto Wolff highlighted the need for balance, stating in Miami, “How do we give it enough energy from the battery side to not lose connection to the real world? Because if we swing 100% combustion, we might be looking a bit ridiculous in 2031 or 2030. So we need to consider that, make it simpler and make it a better engine.” Honda, a current engine supplier, told BBC Sport that a return to V8s “is something we should discuss healthily, the FIA and the stakeholders, while ensuring that it is for the benefit of the fans,” adding that they “highly regard F1 as essential technological challenges” regardless of the power unit format. Audi, a new entrant for 2026, is reportedly keen on retaining a turbo engine, and a 30% electrical power figure is seen by some as a more realistic compromise.
Meanwhile, F1 is also urgently addressing problems with the 2026 engine regulations. Drivers have voiced concerns over the excessive need for energy management, particularly in qualifying, with Aston Martin’s Fernando Alonso describing some fast corners as “charging stations.” Changes were implemented for the Miami Grand Prix to allow faster energy recovery and reduce total energy use. Engine manufacturers have agreed to explore ways to increase the proportion of power from the internal combustion engine for 2027, with a conclusion expected within weeks.
Potential solutions include increasing the fuel-flow limit, which would necessitate design changes and larger fuel tanks – a challenge for teams hoping to carry over their chassis into 2027 for cost reasons. Other options to mitigate energy management impact include increasing the harvesting limit, reducing maximum electrical deployment, or increasing battery size. The outcome of these immediate discussions will significantly influence the sport’s trajectory even before the 2031 debate reaches its crescendo.
Read also: Iran's World Cup 2026 demands spark controversy over Pride flags and visas
Sources: www.bbc.com, www.bbc.co.uk, www.caranddriver.com
