There is an unlikely coalition building in the Formula One paddock as newcomer manufacturers Ford and Cadillac weigh in on the future of F1 power. This comes despite being warned some three years ago by Christian Horner, following Red Bull simulations of the proposed new hybrid engines.
The engineers in Milton Keynes believed the power split ratio of 50/50 between electrical energy and the internal combustion engine (ICE) was fundamentally flawed. Both Horner and Max Verstappen warned of drivers running out of energy along the straights, believing the new power unit architecture would deliver “Frankenstein” cars.
With the power units at times acting as a mere regenerator for electrical power, it seemed more logical to shift the balance away from the 50/50 split in favor of the combustion engine. Yet Audi, in particular, along with Honda, was resistant to such suggestions, stating that their reasons for joining (or remaining) in F1 were to pursue the development of high-powered electric drive systems.
European manufacturer threatened FIA
Such was the obsession with hybrid power that the FIA’s single-seater director revealed in Miami that one manufacturer went as far as to say they “would never build an internal combustion engine again.”
Yet, the manufacturers’ dream of the 50/50 F1 engine has turned into a nightmare. Dangerous closing speeds—occurring when one car is harvesting energy while another is deploying a boost—yo-yo overtakes, and cars “deciding” when to pass another without the driver’s consent have all been issues very publicly aired.
In an effort to placate irritated fans and drivers, the FIA formed a consensus between the Japanese and Miami Grands Prix to “tweak” the regulations. However, because the subsequent race weekend in Florida was held at an energy-rich circuit, the real impact of those changes will only be seen in Canada.
Even so, senior paddock figures, including McLaren team boss Andrea Stella, insisted that the agreed-upon “tweaks” were not enough to solve F1’s “Mario Kart” style racing. He maintained that hardware changes to beef up the internal combustion engine are also required.
Revised engines for 2027 – hopefully
Subsequently, the FIA has announced it wants to see changes in the architecture of the 2027 engines, with the internal combustion engine’s power increased by 50kW while the hybrid output is decreased by 50kW. This will require fuel flow rates to be adjusted and potentially larger fuel cells for teams to design into their chassis.
There has already been pushback from Alpine—a Renault-owned team and Mercedes customer—whose CEO Steve Nielsen suggested the team did not plan to change its chassis for 2027, casting doubt on whether the FIA can enforce these changes mid-cycle.
Yet the future direction of F1 power seems set. FIA President Mohammed Ben Sulayem stated in Miami that the sport would return to V8 engines with “very, very little electrical power” as the basis for the next generation of engines arriving in 2031—or 2030, should manufacturers agree.
“In 2031, the V8… the FIA will have the power to do it without any votes from the PUMs (Power Unit Manufacturers). That’s the regulations. But we want to bring it one year earlier, which everyone is now asking for,” added Ben Sulayem.
Cadillac will never build an F1 V6 turbo engine
Now, the leadership of both General Motors (owners of the Cadillac project) and Ford (partners with Red Bull Powertrains) have voiced enthusiastic support for F1’s return to V8 power. Ben Sulayem conjured a vision of a future defined by “emotion and sound,” alongside the simplification and downsizing of the power units.
Ford is returning to F1 after a twenty-year absence, but for Cadillac, this is a completely new venture. Cadillac is scheduled to become an F1 power unit manufacturer in 2029, yet questions remain over whether they will ever actually build one of the current, complex hybrid monsters. The spend for such a project would be upward of a quarter of a billion dollars—all to race a powertrain for just one or two seasons?
Having been attracted by the 2026 regulations and their high level of electrical engineering, it would not have been surprising had both manufacturers resisted the return to “old-fashioned” V8s. Both have hybrid offerings among their road cars, yet—perhaps surprisingly—both Cadillac and Ford are supportive of a high-revving, visceral future for F1.
US manufacturers back V8 F1 solution
Mark Rushbrook, global director of Ford Performance Motorsports, welcomed the discussion. “It’s great to see the FIA and Formula 1 already talking about what the next set of regulations looks like,” he said. “As a company that makes a lot of naturally aspirated V8s, we would love to see a V8 here.”
GM President Mark Reuss offered a similar perspective, balancing personal enthusiasm with corporate diplomacy. “I love V8s and the way they sound,” Reuss stated. “But we’re very respectful of the investment that was made in the V6 hybrids. So, if Formula 1, the FIA, and the teams say that we’re going to [return to V8s], we’ll be ready.”
While Ben Sulayem will welcome this support from Detroit, the road to 2031 still faces hurdles. Audi, having joined with a heavy emphasis on electrification, may be less inclined to abandon the hybrid trajectory. Mercedes, too, may prove to be a roadblock; Toto Wolff is already attempting to define the future by suggesting a “mega-engine” with 800bhp from the combustion engine and 400bhp from the hybrid. This remains inconsistent with Ben Sulayem’s vision of a V8 with “very, very little electrification.”
The gloves are already off. May the best manufacturer win.
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With over 30 years of experience in Formula 1 as an insider journalist, I have built trusted connections across the paddock, from race engineers and mechanics to senior team figures. At The Judge 13, I and a handful of trusted colleagues share exclusive Formula 1 news, expert analysis and behind-the-scenes stories you will not find in mainstream motorsport media.
A.J. Hunt is Senior Editor at TJ13, where Andrew oversees editorial standards and contributes to the site’s Formula 1 coverage. A career journalist with experience in both print and digital sports media, Andrew trained in investigative journalism and has written for a range of European sports outlets.
At TJ13, Andrew plays a central role in shaping the site’s output, working across breaking news, analysis, and long-form features. Andrew’s responsibilities include fact-checking, refining editorial structure, and ensuring consistency in reporting across a fast-moving news cycle.
Andrew’s work focuses particularly on the intersection of Formula 1 politics, regulation, and team strategy. Andrew closely follows developments involving the FIA, team leadership, and driver market dynamics, helping to provide context behind the sport’s biggest stories.
With experience covering multiple seasons of Formula 1’s modern hybrid era, Andrew has developed a detailed understanding of how regulatory changes and competitive shifts influence the grid. Andrew’s editorial approach prioritises clarity and context, aiming to help readers navigate complex developments within the sport.
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