Following the bitter, protracted battle that ultimately saw General Motors and Cadillac approved as the 11th Formula One team, FIA President Mohammed Ben Sulayem argued that F1 needed to capture the world’s other massive automotive superpower.
Now, at the recent Monaco Grand Prix, this move appeared to be a step closer as Chinese automotive titan BYD officially escalated its Formula 1 ambitions. In a series of high-profile meetings during the Monaco Grand Prix weekend, BYD Executive Vice President Stella Li held private talks with F1 Group CEO Stefano Domenicali and FIA President Mohammed Ben Sulayem, signalling a monumental shift in the sport’s commercial landscape.
At the time of the 2025 British Grand Prix, Ben Sulayem spoke to the French publication Le Figaro:
“It’s been my dream for the last two years that the big countries should have a presence in Formula 1. The United States will be with General Motors. The next step is to welcome a Chinese manufacturer.”
The president of F1’s governing body went on to claim that FOM (F1’s operating body, owned by US-based Liberty Media), which had been so fiercely opposed to the Andretti-Cadillac entry, would agree to such a proposition.
The diplomatic push from the Chinese automaker was made public when Ben Sulayem shared an official photo of the meeting on social media. This marks the second time Li has met with F1’s topmost power brokers, following initial discussions at the 2025 Abu Dhabi Grand Prix and subsequent talks with Domenicali in Shanghai. Speaking on the company’s exploratory phase, Li noted that BYD is “very serious about exploring the future and technology,” confidently adding that the sport’s leadership “understands what BYD has.”
The 12th Grid Slot and the Horner Alliance
While BYD initially sparked rumours by evaluating a 24% minority stake acquisition in the Alpine F1 team alongside Mercedes-Benz, the company’s paddock strategy has radically evolved. BYD is reportedly aiming much higher, bypassing minor sponsorships to leverage its $125 billion USD valuation toward forming an entirely new, 12th team on the grid.
To pull off such an audacious expedition, BYD is reportedly eyeing a partnership with former Red Bull Racing team principal Christian Horner, who is aggressively plotting his return to the paddock. Speculation reached a fever pitch after Li and Horner were spotted together at the Cannes Film Festival, just weeks after Horner attended a “Build Your Dreams” event as a guest of the Chinese manufacturer during the Monaco E-Prix. Horner’s unmatched championship pedigree could provide the instant motorsport operational expertise that critics note BYD currently lacks.
The EV Giant vs. The 2031 V8 Pivot
Yet, despite the intense paddock hype, there is a glaring philosophical divide between BYD’s corporate mission and Formula 1’s long-term technical trajectory.
As the world’s leading New Energy Vehicle (NEV) manufacturer, BYD famously phased out pure internal combustion engines from its commercial lineup half a decade ago. And while F1’s current power unit regulations feature a heavily electrified 50/50 power split, the sport’s long-term vision looks starkly different.
“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 [2030], which everyone now is asking for.”
Derated Power and “Autonomous” Race Cars
This regulatory shift is a direct response to the chorus of criticism aimed at F1’s current powertrains. Cars are routinely slowing halfway along the straights because they’ve run out of electrical power, which contributes a massive 50% toward the total output of the power unit.
Drivers are even claiming their cars are making decisions for them. Lando Norris noted that in Japan, he didn’t wish to overtake Lewis Hamilton until after the final chicane, but his McLaren’s energy deployment software essentially took control and forced the move anyway.
Formula One received some brief respite from this relentless criticism in Monaco, given the unique nature of the street circuit was “energy rich” and drivers didn’t have to resort to extreme driving methodologies to manage their electrical deployment. This includes clipping—lifting and coasting a long way before the braking zone—to force the car into energy recovery mode.
Fragility in the Principality
Yet, Monaco was not all sweetness and light. Despite the highly touted, all-new “overtake mode,” this phenomenon was rarely seen on the TV broadcast. Furthermore, these hugely complex new powertrains remain incredibly fragile—as Lando Norris found out to his detriment for the second consecutive weekend, being forced to retire halfway through the race.
“The issue goes beyond mere raw power. The new regulatory era demands precise control of energy, a field where Mercedes-Benz still needs to improve,” the British driver explained. “Part of the progress depends directly on Mercedes-Benz HPP, not just the pilots or client teams. McLaren may refine certain details, but the bulk of the gain will come from optimising the engine, the battery, and the entire hybrid system.”
Many drivers on the 2026 grid are looking ahead, hoping and praying that a return to a predominantly combustion-engine-based racing series comes as soon as possible.
So, for an EV pioneer like BYD, building an elite racing program around a combustion engine seems entirely counterintuitive. However, Executive VP Stella Li remains unfazed by the regulatory pivot, hinting that the project will serve as a global showcase for their engineering supremacy.
“Even if you want to use a combustion engine, you need the best material science,” Li stated. “And that is where BYD is very strong.”
The reality of modern F1 is that it is the largest marketing tool any manufacturer can deploy. Even though BYD is fundamentally an EV company, they appear entirely prepared to enter a revised F1 grid where combustion engines reign—solely to promote their engineering excellence and the proprietary software running their cars.
Would you like to see more TJ13 Formula 1 coverage? Add us to your favourites list on Google to receive trusted F1 news.
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.
