Formula One has been getting more and more excited in the potential rewards of the V10 engine. The roar is part of the sport’s history and identity.
But the call from senior figures in the F1 paddock, including FIA President Mohammed Ben Sulayem, also raised questions.
If a simpler, louder and cheaper V10 engine is introduced in the next few years that can run on fully sustainable fuel and lead to a smaller, lighter automotive design, what will happen during this period? How will this affect the looming power unit changes planned for 2026?
F1 stakeholders have been working on engine rules for 2026 to maintain the V6 hybrid foundation of the power unit for years. Since approval in the summer of 2022, the rule set has encouraged Audi, Ford (via Red Bull) and General Motors to join the grid and reverse Honda’s decision to withdraw, thanks to the sport’s commitment to fully sustainable fuels and greater electrification. As far as Audi and Red Bull are concerned, the development of their new engine plans requires a lot of investment and hiring and makes hundreds of millions of dollars.
These rules are intended to cover a five-year cycle from 2026 to the end of 2030. But will they even happen?
Among the selected media roundtables, sports, In Shanghai on Sunday, FIA single-seat director Nikolas Tombazis helped shape the F1’s future rules, and discussions on future engine regulations constituted a discussion on two issues.
The first involves the long-term direction of the sport and whether F1 needs other types of power units over the next three to four years. “If the answer to the answer is yes, that is (that is) we want to change something, then the second question is, ‘What do we do in the middle?’” Tombazis said. That period begins next year.
“Either way, what I want to say at the start of 2026 is that whether we comply with current regulations or the new regulations we have approved, I think Formula One will be in a good position,” Tombazis said. “I don’t want it to be seen as a little bit, ‘Well, we’re panicking around 2026 because that’s far from reality.”
On Friday, in China, Red Bulls principal Christian Horner claimed that next year’s regulations have “limitations” due to “the shortcomings of electrification and split in combustion” related to the new power sector, which could affect the wonders on the sport’s track, which leans more towards power units. These “limitations” will be related to the ongoing performance issues throughout the grid, which may affect competition and the quality of the car.
But Tombazis said he and the broader FIA did not share what he called “scary” views, which raised the potential impact of the 2026 regulations on racing.
“I think there will be cars that compete closely with each other, be able to fight each other, use driver skills, etc.” Tombazis said. “So fundamentally, I don’t think I’m sharing the panic story. I remind people there are panic stories about how cars can slow down significantly.” This is the last time F1 made a major overhaul of the aerodynamics regulations, which was not in 2026, when both the car design and power units were changed.
“I’m not saying everything is perfect,” Tombazis said of the changes in 2022. “There are some things we would have done different things afterwards. But I don’t think it’s that kind of disaster.”
Any changes to plan for next year will depend on the location of all engine manufacturers. The investment and effort that has been put into place the sport has reached the “top 10 midnight, Cinderella leaves the building”, citing Horner.
Although Tombstone agrees that “the train has largely left the station” in 2026, he noted that the topic of talking about the “temporary” period is to assess future assessments of the V10 after FIA President Ben Sulayem.
Tombazis added that the FIA does not want to implement any changes that make the team impossible to compete. “We’re not only going to continue with the majority,” he said. “We’re trying to build consensus here, and if it fails, we’re staying where we are (the existing 2026 plan).
If the F1 power unit manufacturers feel it’s best to put aside the ’26 engine due to the potential negative impact on the sport – if “scary” is serious and concerns are widely shared – then there are mechanisms that can lead to the status quo, and the current power unit specification is a temporary solution until a V10 may be returned.
But this will lead to other major chain reactions and problems, as Audi and Red Bull powertrain/Ford have not yet produced V6 hybrid engines for current regulations. Other existing manufacturers move all development machines to future engines. Again, this makes the idea of changing next year’s engine plan seem inconceivable.
Horner told reporters in China on Sunday that he would be “very surprised” if existing regulations continue next year. “I think all teams are currently in 26 years,” Horner said. “So we have to understand what it means.” He also denied that Red Bull is pushing for the delay in the new regulations, saying it is “ready and ready for ’26”.
Mercedes principal Toto Wolff doesn’t think much about the possibility of changes in 2026.
“Everything will be fine,” he told reporters, calling the change a “exciting adventure” of the F1 grid, meaning it should be celebrated, rather than being ridiculed for seeing the changes that follow.
Mercedes Principal Toto Wolf (Fadel Senna/AFP via Getty Images)
“This is where we should emphasize,” Wolf said. “This is what we should cheer and talk about for all the kindness that comes with, not look too far forward.”
An Audi spokesman issued a statement stating that the upcoming rule changes and power unit design are “a key factor in Audi’s decision to enter Formula 1. These power unit regulations reflect the same technological advancements that can drive innovation in Audi road cars.” The German manufacturer has established its own F1 engine program and purchased the Sauber team under those rules – now only lasting for a few years.
Assume that things go as planned, as most still expect, these winds are blowing towards shorter cycles from the first five years to change the formula of the power unit.
Senior figures throughout the paddock share a desire for long-term game planning, meaning it will be a topic for the coming months. The positions of various power unit manufacturers may be affected by relatively competitive points in next year’s political battle. If a team produces the best power unit and has an insurmountable advantage, it will come naturally, and it may seek to protect this and make any shift in regulations as far as possible – its competitors will try to fight back.
Given how the 2026 engine rules were announced in 2022 and the credit given when each new major manufacturer joins the grid, it would be strange to throw them out early. But the tombstone believes that two main factors have led to a change in position. First, he cited manufacturers’ views on electrification absorption in the automotive industry as consumer interest slows down.
“When these discussions were conducted back in 2020, 2021, this trend was decisive in the direction of electrification,” he said. “I’m not saying that this hasn’t happened, but the perspectives of participants have changed since then.”
He also highlighted the cost of manufacturing power units, acknowledging that the current design is “too expensive.” When the 2026 rules were announced, an imperative of increased cost control was one of their benefits, but the bracket room said their expenses were a consideration.
“Even if Formula One is in a very good financial position, it is important to protect it from volatility in the world economy, and I think we need to take these protections when the sun shines rather than when it starts to rain,” he said. “The motivation to cut costs is important.
“All of these things are not something we dream about, and we don’t have to try to properly respect all participants.”
Wolff said Mercedes is “always open” to different engine solutions, but F1 also has to consider what fans want and whether their views may change in the face of a shift to a younger, more diverse fan base. For those who participate in the sport through “Survival Drive”, the V6 Hybrid sound is what they know.
“All of this needs to be set as a problem,” Wolf said. “What are the goals of future regulations over the years? Let’s do the analysis based on the data and draw a conclusion that this is the best thing we do to sport.
“Because this is FIA, Formula One, the most important denominator on the team, we want to provide the biggest product for fans.”
(Top photo: Peter Parks/AFP via Getty image)
