When it became apparent that the all-new 2026 F1 engines were an unmitigated disaster, F1’s most powerful man, Stefano Domenicali, assured fans and drivers alike that the next power unit regulation change coming in 2031 would see things done very differently. Yet now he appears to be rowing back on firm commitments he made.
The 50/50 split between the internal combustion engine and hybrid systems came about at the insistence of the manufacturers (OEMs), who held the FIA to ransom over the specifications. F1 was so desperate to expand the number of OEMs that, despite warnings of impending “yo-yo racing” and cars running out of battery halfway along a straight, the FIA was forced to bend to the wishes of Audi and Honda.
Given the changes coming in 2027 and 2028, it was clearly wrong of the OEMs to push for the 50/50 split, and by 2028 the balance will be 60/40 in favour of the combustion engine. Such was the anger of fans and drivers following pre-season testing in Bahrain that the FIA President came out to promise the future of F1 power would be different.
High Hopes for a V8 Comeback
Speaking on the return of V8 engines to F1, Mohammed Ben Sulayem said:
“It’s coming. At the end of the day, it’s a matter of time… You get the sound, less complexity, and lightweight. You will hear about it very soon, and it will be with a very, very minor electrification.
Responding to a poll held by The Race in August 2025 which showed overwhelming support for a return to V8/V10 F1 engines, F1 CEO Stefano Domenicali replied:
“That is a lot of support. But I recall what I said two years ago on that: and you may recall that is written, and is recorded. That was exactly what I was saying.”
Domenicali explained later that the current engine formula was the result of a particular “political” environment where the hand of F1 was forced by the manufacturers. He added that if the decision were being taken “now,” then the 2026 engines would look and sound very differently.
Road Car Relevance vs. Pure Racing
Formula One has always been viewed as a testbed for road-car technology, with many innovations over the years finding their way onto the family car. But the recent obsession with increased electrification has become an R&D experiment for the global manufacturers involved in the sport, with very little chance of extreme F1 racing tech making it onto a road car in the future.
While the drivers have continued to complain bitterly about the new engines and their inability to race flat out, Domenicali appears to have been changing his tune. Following Lando Norris lambasting the new powertrains prior to Hungary, F1’s CEO chose to put the drivers back in their box:
“…you know very well how much I respect the jewel that are 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 the best for the sport.”
Domenicali has been citing a survey of F1.com devotees—numbering around 60,000—who claim they are enjoying the racing more this season than last. The nature of the exact question is obscure—because, of course, who doesn’t love watching the rise of Kimi Antonelli, a generational talent?
Last season saw one of the closest finishes to the Drivers’ Championship in years, as Max Verstappen closed down a 104-point deficit to finish just two points behind Lando Norris. Mmm…
Softening the Stance on 2031
Now Domenicali appears to have shifted his position on the next generation of F1 power in a vague response to a question about how manufacturers are accepting the cheaper, simpler V8 engine proposal:
“For me, the most important thing is that there is an appropriate time to discuss this. As we know, the FIA has the final say on the technical regulations. But the conversations we are having together, which also involve manufacturers, teams, and drivers, are in my view proceeding in the right way,” said F1’s CEO.
Clearly gone is the absolute commitment to 2031 V8 engines. Domenicali goes on to claim there has been a shift in attitudes over the new engines:
“It’s incredible how things can change from month to month,” he said. “I remember that at the start of this rule change there was perhaps a lot of negativity and major concerns. Now that has changed quite significantly.”
Apparently, now all this is part of how F1 develops organically:
“That is the evolution and character of our sport,” F1’s CEO continued, “at the beginning we always try to find problems, instead of looking at the opportunities that changes can offer.
“I think the main goal of the future regulations should be to keep everything as simple as possible, make Formula 1 lighter, with sustainable fuel and, of course, electrification. And around that, we should give the driver the ability to push as hard as possible under certain conditions. That has always been one of the main wishes of Formula 1 drivers.”
Manufacturer Resistance and the “Mega Engine” Counter-Proposal
The drivers are currently able to “push as hard as possible under certain conditions,” so that’s no commitment to fundamentally change the way the engines presently work. As of yet, the only indication from an F1 engine manufacturer that they are open to change came from Mercedes boss Toto Wolff—who proposed a new mega engine for 2031:
“Maybe we can extract 800 horsepower from the ICE and put 400 on top of it, or more, in terms of electric energy. We are absolutely up for it, as long as those discussions happen in a structured way, and people’s considerations are taken on board,” he said.
That would see a minimum split of 66/33 in terms of ICE to hybrid power—not much different from what we will have in 2028. Furthermore, a hybrid system producing some 400+ horsepower would once again be heavy, complex, and remain eye-wateringly expensive.
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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.
