While the on-track action at the Hungarian Grand Prix was less about electrically starved battery packs and more about racing—with some solid overtaking—world champion Lando Norris launched a scathing attack on those running the sport.
“It’s a business. Everyone wants to make money, so in order for Audi and other teams like Cadillac to come in, we had to make changes,” he began. “Formula 1 has gone too heavily led by the fact that it’s a business, and not how can we make the sport the best possible, but how can we make the most money as a business.
“That’s not how a sport should be run. It should never have been like that. And it is a shame,” Norris declared.
The Manufacturer Trap: How 2026 Engine Rules Were Born
His reference to Audi is based on the all-new F1 powertrains for 2026, which the FIA effectively allowed the manufacturers to specify. As early as 2017, Audi was part of an FIA working party discussing the next generation of F1 power, and a representative of the German brand claimed they would not be building combustion engines at all in the near future.
So, the focus of the discussions centered around the electrification of F1, without trying to steal a march on Formula E with its fully electrical open-wheel racing cars.
Now the manufacturers have admitted the error of their ways and agreed to downsize the electrical contribution to overall power output, and by 2028, it will favour the internal combustion engine by a ratio of 60/40.
Regulatory Backlash and the Push for V8 Engines
As the sh*tshow of the new F1 regulations unfolded, FIA president Mohammed Ben Sulayem read the room well. He insisted the complex, expensive, and heavy hybrid power units would be gone by 2031, when the FIA can once again decide on the future of F1 power.
The sport would see a return to V8 power, he declared, “with very, very little electrification.” Yet the manufacturers won’t go quietly; they love using each new direction of F1 power as a laboratory for their road car endeavours.
And sure as eggs are eggs, Toto Wolff responded to Ben Sulayem’s comments, suggesting a mega-engine should be the goal for the future. Of course, this included a significant amount of hybrid power, which the drivers—and the hardcore fanbase—hate.
Ratings vs. Reality: Domenicali Doubles Down on Commercial Growth
Yet for once, it seemed like FOM CEO Stefano Domenicali and the FIA president were aligned. Domenicali agreed that the current debacle had been created due to a particular political climate, and were the decision to be made now, the current engines would never have seen the light of day.
However, it now appears Domenicali is being bedazzled by the numbers he is being given. F1 sell-out crowds and record audiences are apparently the justification for the sport’s current direction of travel.
F1.com has a signed-up fanbase of around 60,000 members and, in its latest poll, claims the “Fan Voice” panel is rating this season’s race weekends higher than those in 2025. 66% are judged to be “good” or “excellent,” up from 60% in 2025.
Despite the debacles of the energy-starved cars in Spa, this season’s race was rated higher than that of last year. And for Stefano Domenicali, these are the numbers that matter.
And that, in Domenicali’s eyes, is the statistic that matters most: “I think the situation that we are living today is really great. The championship is really at the highest in terms of people following, people that are coming to the track, and people that are, in any case, new or old fans appreciating the success of the things we are doing.”
Muzzling the Grid: Domenicali’s Warning to Complaining Drivers
The ex-Ferrari boss then took a swipe at the drivers for complaining about the new F1 engines, while claiming he was happy for them to express their freedom of speech:
“You know me, we are not here to put tape on the mouth of anyone. I mean, the beauty of our sport is that everyone can have an opinion, but an opinion is an opinion.”
Domenicali went on to imply that opinions are fine, but it is he who will set the agenda for F1: “There is someone that has the duty, you know, to have a line. There are certain drivers that prefer, of course, certain things. I think that in the process we have highlighted the need to be constructive in that respect.”
He attempts to argue that the reason the current power units were allowed to be imposed on F1 by the manufacturers was because, without them, there would be no sport. Yet this argument is unconvincing. One of the most successful engine manufacturers in F1 history was an independent supplier that did not run an F1 team: Cosworth, with the DFV V8.
The most wins are by Ferrari (251), closely followed now by Mercedes (247), yet third is Cosworth (176)—way ahead of Honda (89). In fact, FIA president Ben Sulayem stated at the Belgian Grand Prix that he was open to discussing the next generation of F1 power with independent engine companies like Ilmor and Cosworth.
Domenicali then offered a coded warning to the drivers: “And in that respect, as I said, you know very well how much I respect the jewel that is our drivers. But of course, they need to understand that there is one path we need to take together.
“And the fans are always a priority on top of everyone, even me. They [the drivers] can have a personal opinion, but I have the duty to make a summary of what is best for the sport.”
Influencers Over Heritage: Is F1 Building on a Sandcastle?
As Lando Norris said, there has been an upsurge of a new kind of F1 fan—one who is not interested in the history of the sport or its technical capabilities, but follows the lead of media influencers. The increase in celebrities being shown week in and week out on the F1-approved TV broadcasts is noticeable. Indeed, the sport is enjoying a bubble of interest from many who have never followed any kind of racing before.
The real question, which F1 is not asking, is whether the new F1 fan is likely to be around in ten years’ time? They have no connection to the roots of F1 and are media- and celebrity-focused—what happens when the glitterati move on to the next fad?
Domenicali needs to remain firm in his previous persuasion—that F1 needs to return to having a simpler, much less expensive form of power come the next era. Getting this matter resolved may stop the persistent bitching over the current power units and give hope that a better day is firmly planned ahead.
Yet until this issue is resolved—and the manufacturers will not agree to change without a fight—the drivers and the original fans of F1 will continue to complain.
While the drivers may be the stars, it is the polling of the fans that matters to F1. Let’s hope the fans who enjoy the sport for the personalities alone don’t get bored and move on. But then again—FOM might soon be promoting pit-lane driver punch-ups for the drama and the Insta clicks.
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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.
