This weekend at the Hungarian Grand Prix, there should be little written about the all-new 2026 F1 engines. The tight and twisty track, with barely a straight in its configuration, lends itself to plenty of braking and therefore lots of opportunity to harvest electrical energy.
Yet the spectacle of George Russell being swamped by cars around him at the top of Eau Rouge will take a long time to fade from many fans’ memory. The 50/50 split between electrical power and the internal combustion engine has made a farce out of the F1 power units.
Firstly, an F1 internal combustion engine now has less horsepower than one that powers an F2 car, and at times it is expected to power the F1 car while using some of its horses to charge the battery. Some would say this is a complete farce.
A Missed Opportunity for Change
In fact, the disaster that is before us was predicted by Red Bull in 2023, and the FIA finally woke up to the coming farce almost a year ahead of the new power units debuting on track. The manufacturers were offered, in the spring of 2025, the opportunity to switch the mix of power from 50/50 to 60/40 in favour of the internal combustion engine.
The manufacturers refused, stubbornly preferring to use F1 as their personal test laboratory for what might be possible for their road-car programmes. Of course, we now know that this 60/40 split is the right way to go, but again the manufacturers have dragged their feet—so it will be 2028 before the cars reflect this new balance of power.
Business Over Sport: Norris Calls Out F1 Priorities
Lando Norris has now called out the greed and self-interest within the sport, claiming the intentions of F1’s leading figures are not to deliver the best racing possible. “Formula One is heavily led by the fact it’s a business nowadays, and not about making the sport the best possible,” the Daily Mail reports he claimed in Hungary.
“It’s about how you make the most money,” Lando added. “That’s not what it should be. That’s not how a sport should be run. The fact we have hybrids, 50-50 and all that, (is the problem). It’s been done because more teams wanted to come in and you make more money.”
The FIA bent over backwards to attract more engine manufacturers following the collapse of three F1 teams between 2010 and 2016. The thinking at the time was that F1 needed the financial clout of these global automotive companies to plug the black holes in F1’s finances.
Yet the current regulations were first discussed at an FIA power unit manufacturers’ working party back in 2017, and the world turned several times before the new and much-hated 2026 units debuted.
Commercial Growth vs. On-Track Spectacle
The biggest change was the sale of F1’s commercial rights to Liberty Media, who have since grown the sport beyond expectations. No longer are the manufacturers the linchpin that holds it all together, as sponsors and partners have poured into the sport—something reflected by the teams’ advertising-clustered liveries.
While the 50/50 power split did finally attract Audi and prevent Honda from leaving, Porsche and the others all fell away. Ford was almost a last-minute addition to the Red Bull independent powertrain programme, and General Motors arrived on the scene to rescue the Andretti bid to become the 11th team.
Yet these Frankenstein’s monster power units are here to stay, whether the fans like it or not. Without the power unit manufacturers’ approval, the FIA can only legislate for a different specification of power for 2031. This is something Lando bemoans:
“You can’t just change your engine in the middle of the year,” said the McLaren driver, “and you can’t change it even with one or two years’ notice because, as I say, it’s not about doing what’s best for the performance of a car—it’s a business. It’s a shame.”
Meanwhile, when challenged, F1’s CEO points to the huge growth in interest in F1 and the fact that many of their Grands Prix are sold out long in advance of the races.
Interestingly, the TV audience numbers this season appear to be a closely guarded secret, with information only available from the first three race weekends. All of which showed a positive trend, but then again, curiosity over the new engines may well have driven this.
A Changing Fanbase and the Drivers’ Voice
“Fans from five years ago, pre-Drive to Survive, would hate this,” continues Norris. “Fans nowadays are a lot more personality-based, about the drivers, and not about Formula One as a whole sport,” he adds, “so they are less interested in how the actual race goes. They care more about whether a driver has done well or not.
“The fans have changed, and that’s completely fine, but the biggest voice should always be ours as drivers. That is not because we’re selfish and chasing what we want,” insists Norris. “We’re saying that because we have the best idea of how racing should be, how it can be, what’s possible, what’s not. We want the best for everything: the best for the fans, the best viewing, the best racing for us, the most fun to drive.
“At the minute, we don’t have that. We have very, very little say. What they have done is because you can have Audi and other teams in F1, and that is a bigger win than the drivers being happy.”
The FIA’s Stance on Future Engine Rules
Mohammed Ben Sulayem has insisted that for the next round of engine regulations, it will be the FIA and them alone who decide on the specification of the power units. From his comments, there will be a return to naturally aspirated V8 power, with “very, very little electrification.”
Behind the scenes, the manufacturers are already in revolt, yet the FIA president is determined to stand his ground. Last time out in Silverstone, he suggested that if the manufacturers don’t wish to play ball, independent engine manufacturers such as Cosworth could be instructed instead.
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.
