As panic in the F1 paddock grew in the FIA over the ever more visible implications of the 2026 Formula One regulation changes, a meeting was hastily arranged in Bahrain last year to see what could be achieved to avoid the forecast nightmare.
The topic was the all-new F1 power units. A number of the manufacturers were simulating extreme difficulties as the realization dawned that the planned 50/50 split between the internal combustion engine and the hybrid system in terms of total power output was unworkable. Proposals were tabled to make last-minute changes to the 2026 regulations to improve the racing.
New kids on the block Cadillac were not involved, given their manufacturer status has been delayed until 2029, when it is said they will be able to build one of the new breed of F1 V6 hybrids. However, Audi was indeed in attendance and unashamedly able to make its presence felt.
It is important to remember that the only reason Audi bought Sauber and agreed to enter F1 as a works team was the creation of the 2026 engine regulations. Audi’s corporate board explicitly stated that they required a heavy emphasis on sustainable e-fuels and a 50/50 split between the internal combustion engine (ICE) and electrical power (350kW) to align with their road car marketing.
Audi’s Corporate Marketing Over the Racing Spectacle
When Audi first officially announced its entry and unveiled its power unit plans at Neuburg an der Donau, CEO Gernot Döllner explicitly tied Audi’s presence to the continuation of the high-tech hybrid platform:
“The far-reaching changes to the technical regulations of Formula 1 present an ideal opportunity for Audi, as a newcomer, to enter the pinnacle of motorsport… Formula 1 serves as a technology driver for both electric mobility and sustainable e-fuels – both topics that are also highly relevant for production models” (audi.com).
The German manufacturer set out its stall for all to see plainly: F1 was a juggernaut of a marketing tool for Audi, which apparently cared far less about the consequences for the racing spectacle. In Bahrain, Audi was again resistant to any changes in the composition of the F1 engines for 2026.
While refusing to state they opposed any changes proposed by the FIA, they issued a statement defending the high-tech composition of the V6 layout, emphasizing that dropping the intricate hybrid components defeats the purpose of modern manufacturer involvement. From an official Audi Formula 1 Project briefing:
“The new technical regulations for F1 powertrains focus on greater road-car relevance with a new hybrid concept. The output of the electric motor has been tripled and will in future be on a comparable level with the combustion engine… In these two areas, the regulations offer great freedom and scope for innovation.”
And so, the Bahrain powwow failed to agree on any changes, given that just one manufacturer disagreeing was enough to veto the proposals. There were signs in pre-season testing that problems lay ahead for F1 with the new hybrid power, yet deflated by their previous efforts, the FIA chose to let sleeping dogs lie.
The Reality Exposed in Adelaide
Come race weekend one in Adelaide, the F1 world was to finally see unveiled and naked the absolute mess the manufacturers had made in defining the 2026 power units. There were massive closing speeds as one driver ran out of battery while another behind was using the fearsome electrical boost of energy. It created yo-yo overtaking as one driver passed another, then ran out of battery and was re-passed.
The drivers almost in unison were vociferous in their criticisms of the new power units, with Max Verstappen summing it up by describing the scene as “anti-racing.”
With the cancellation of the Bahrain and Saudi Arabian Grands Prix due to the Iran war, the FIA hastily convened another meeting of the F1 manufacturers. The threat of the FIA taking unilateral action on grounds of safety was laid bare, forcing decisions to be taken.
Now, the FIA has the authority to slash the maximum energy recovery the cars can make from circuit to circuit in an attempt to prevent the weird and wonderful energy efficiency methods used by the drivers. Other measures were agreed upon in an attempt to ensure qualifying returns to a session where drivers can push flat-out—although in Montreal, this may once again be laid bare as a farce.
Calls for Hardware Changes Face Resistance
Having seen how the limited measures worked in Miami, the universal opinion was that hardware changes were required to improve the racing. The internal combustion engine must be beefed up and the contribution from the hybrid turned down—just as was suggested in Bahrain in 2025.
When asked how the “tweaks” had improved matters, World Champion Lando Norris was dismissive: “Honestly, I don’t really think you can fix that. You just have to get rid of the battery. So hopefully in a few years, that’s the case.”
The FIA President sent the biggest shot across the manufacturers’ bows to date, stating:
“It’s coming. At the end of the day, it’s a matter of time… 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 now is asking for.”
Furthermore, the FIA issued a statement of intent over fixing the hardware for 2027. The implication was that an agreement in principle had been reached with the manufacturers:
Budgetary Complaints and Veto Politics
There is an urgency in resolving the regulations for the 2027 power units, as work will commence shortly on those programs. Yet once again, it appears Audi is putting the brakes on behind the scenes.
Paddock sources now suggest that Audi is complaining that any changes will impact them from a budgetary perspective, arguing they have already invested heavily in the current ruleset and are on a steep learning curve in F1. They claim changing the goalposts will disadvantage them in particular, given they are newcomers to the sport.
Given the new voting rules, just two manufacturers are required to block proposals to improve the racing in 2027. Presently, it is unknown which other manufacturer is dragging its heels alongside Audi, although it is likely to be Honda, which reversed its decision to leave F1 based entirely on the proposed 50/50 hybrid era.
F1 is learning a severe lesson and risks a lost half-decade before it can insist on a return to V8 engines with minimal hybrid input. As Mohammed Ben Sulayem rather testily declared, the V8s are coming in 2031 regardless of Audi’s opinion. The sport cannot be held to ransom ever again.
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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.
In addition to editorial duties, Andrew is particularly interested in how media narratives shape fan perception of Formula 1, and how reporting can balance speed with accuracy in an increasingly digital news environment.
