FIA initiates talks over scrapping F1 hybrids in two years – Formula One may well be the cutting edge of motor racing technology and the teams may well deliver upgrades to their cars during each season which improve lap times at an incredible rate. Yet in terms of planning for the future, the record of the FIA and F1 has been substantially lacking.

From a regulations perspective, F1 is more like an ocean going liner than a prototype racing machine, which once set in a particular direction takes forever to change course.

The history of the current F1 V6 turbo hybrid power units makes for some uncomfortable reading, with the FIA being cajoled in a particular direction by auto manufacturers who were not even committed to joining the sport.

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The uncomfortable history of hybrids

In the years prior to the introduction of the hybrid F1 power units in 2014, the sport had faced a turbulent time. The global financial crisis had seen a number of manufacturer run teams quit F1 on the grounds of cost including Japanese giants Toyota and Honda.

Influence from Mercedes was brought to bear in the FIA’s working party which at the time suggested the future for road car manufacturers would be hybrid engines. People were uncertain about having an all electric car and the hybrid solution gave them the confidence of their petrol powered motor along with some minimal efficiency gains from a battery.

Yet the way the FIA went about implementing the rules for the new hybrid F1 power units allowed the likes of Mercedes to invest over $1bn back at HQ in terms of research and development. The result? Mercedes dominated the championship winning a record eight constructor titles in a row.

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Delays and miscalculations of the 2026 hybrid era

With replacement power units for the current crop planned for 2021, the FIA set up another working party to discuss the future. Again one of the aims was to attract more OEM’s (or car manufacturers to build power units) given Red Bull had twice found themselves in a situation where they had no choice of F1 engine supplier.

Porsche and Audi made noises of interest in joining F1 and a number of potential power unit manufacturers joined the FIA’s working party back in 2017. And given the electric car revolution was only starting to ramp up in production and popularity, the view of the automakers was that again hybrid would be the future for road cars.

Porsche were keen to F1 to adopt technologies they’d developed for their WEC sports car programme and together with Audi and Mercedes they even managed to persuade Ferrari that hybrid was again the future.

Delays in decisions and then the pandemic then pushed back the new F1 engine era to 2026 and the current power units were frozen from any further development. Finally the Mercedes era of dominance was over as Honda in partnership with Red Bull were finally able to challenge the might of the German built powertrains.

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F1 ploughs on with the Hybrid dead-end

There were those who at the time advocated a return to V10 or V8 normally aspirated engines together with bio fuel, but they were mocked as ‘luddites’ looking to the past and not the future. Yet the world was changing, and laws in the UK banning the sale of hybrid engines in road cars by 2030 (The EU by 2035) trashed the hybrid dreams of Porsche, Mercedes and Audi who are now being forced to play catchup with all electric road cars being made first in China and the USA.

No matter the FIA and F1 ploughed on with their hybrid F1 future hopes despite warnings from Red Bull and others the electrical contribution of 50% to the total power output was too high. F1 combustion engines next year will at times merely be acting as a generator to produce electrical power, which the driver will then deploy by the use of a button.

This is clearly a farcical state of affairs and the inordinate delays in finalising the regulations (June 2024, the latest in a generation) for the 2026 hybrids reveal exactly how complex and difficult the task ahead is that F1 has set itself. The chassis require major overhaul for 2026 too, to cope with the electrical power available there will be driver adjustable front and rear wings.

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Neweys admits to a ‘compromised solution’

Now the death knell on the F1 hybrid debacle has been sounded. It began the day of the FIA announcing the final specifications last summer when Liberty Media’s F1 supremo, Stefano Domenicali, was asked why another big change in the technical rules were necessary, just as the field was getting closer together.

F1 design legend Adrian Newey had been questioned over the wisdom of the move by F1 and the FIA stating, “Just as everything’s starting to converge, and fans are starting to get what they want, we have got an even bigger change – because it’s the first time I can remember we’ve got a new PU and chassis happening at the same time.

“So, the chances of that blowing the grid apart have to be pretty significant,” concluded the F1 designer with 25 championships under his belt over the last 40 years. Domenicali’s repose was to subtly point to the politics behind the decisions.

“First of all, because we need to be ahead of what we are doing. And this [2026] technical regulation was, at that specific moment that the decision was taken, related to a need for manufacturers to be involved in F1, with a different kind of technology that would need to be used. I do believe that is really fundamental and crucial,” said the F1 supremo.

“It is true that, because we don’t have to be to be shy or to hide behind a tree, that it was a compromise solution because of the different interests of all the different manufacturers, in fact,” he admitted.

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A potential turnaround: The V10 comeback?

Michael Schmidt of Auto Motor und Sport recently reported on a potential U-turn in Formula One’s approach to engine regulations, an idea that has gained momentum in recent weeks.

The proposal is to extend the current power unit rules for a further two years, before moving to naturally aspirated V10 engines running on sustainable fuel by 2028. This shift would mark a dramatic departure from the complex hybrid engines set to debut in 2026, and could act as a lifeline for manufacturers struggling with the rising costs and challenges of the forthcoming regulations.

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Domenicali praises V10 idea

At the heart of the debate is F1 chief executive Stefano Domenicali, who has publicly praised the V10 concept as a cheaper and simpler alternative. Unlike the complicated hybrid systems that have dominated since 2014, naturally aspirated V10s would allow for smaller, lighter cars while significantly reducing development costs.

Proponents argue that such a move would improve the spectacle and restore the raw, high-revving sound that fans have long missed. More crucially, it could prevent a regulatory disaster in 2026, where there are growing fears that the extreme reliance on energy recovery systems (ERS) will create massive speed disparities between cars.

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FIA U-Turn looking likely

The FIA, led by Mohammed Ben Sulayem, is said to be considering this alternative as teams grow increasingly concerned about the viability of the 2026 regulations. There is speculation that this shift could benefit new entrants such as Cadillac, who would avoid the challenge of building a brand new hybrid power unit and instead focus on a more manageable V10 engine design.

However, the proposal has met with resistance from major manufacturers such as Audi and Honda, who entered or returned to F1 with the promise of a hybrid future. Both have invested heavily in the development of hybrid technology and a move to V10s could render their efforts obsolete.

As discussions intensify, one possible compromise has emerged: limiting the 2026 engine cycle to three years instead of the planned five. This would allow manufacturers to introduce their hybrid power units, while keeping the door open for a V10 transition in 2029. With time running out, Formula One faces a crucial decision – whether to commit to a divisive hybrid future or embrace a return to its naturally aspirated roots in pursuit of a simpler, more engaging sport.

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Whilst the New Zealand driver impressed when substituting for the Aussie in 2023, his performances against Tsunoda at the end of last season left a lot to be desired. He was beaten 6-0 in qualifying by his Japanese team mate and also outscored when it came to racing, yet Red Bull chose Lawson not Tsunoda as Sergio Perez’s replacement.

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