This year, the all-new F1 cars and power units saw the FIA mandate a minimum weight limit reduction of 30 kg. This has been their stated target for some time now: to make the cars more nimble and less like “monster trucks.”
Back in 2016, following the introduction of the first V6 hybrid engines, Lewis Hamilton was already complaining about the weight of the cars:
“I think over the last few days I’m driving these tyres and thinking, ‘Why is it so difficult, and what are the physical challenges for Pirelli, and why is the car sliding in the way it does?’ And I just realised that when I got into Formula One, the car was 605 kg or 610 kg, and now it’s 100 kg heavier,” he said.
“I think that makes a big, big difference. They don’t have to change the regulations much to make it go faster—just make the cars lighter. They are just super heavy.”
That year, the hybrid units were some 80 kg heavier when compared to the V8 KERS units of 2013.
Heavy Hybrid Power vs. Driver Frustration
Hamilton was then reminded that for 2017, the cars would be even heavier due to the new tyre and wheel dimensions:
“I think that’s just ridiculous, personally. They were great at 600 kg—nice and nimble—and it was easier for the tyres, and we had fewer tyre blowouts.”
At the time, Mercedes and Hamilton were dominating F1, yet the British driver repeated his call for lighter cars despite hybrid power propelling him to championships.
The Illusion of the 30 kg Weight Loss
By 2025, hybrid engines had ballooned to a massive 151 kg in weight, and despite the FIA’s commitment to reduce the weight of the cars by 30 kg, the new hybrid engines are even heavier at 185 kg.
The overall 30 kg weight loss of the car was achieved by the FIA shrinking the dimensions of the cars, while the width of the tyres and wheel rims were also put on a diet to save a few more kilos.
Total downforce was slashed by roughly 30%, and with the lower aerodynamic loads this produced, components could be made lighter alongside smaller dimensions. Yet the detail that most people are unaware of is the 30 kg reduction in fuel the cars carry, due to sustainable fuel and more efficient hybrid engines. In reality, the 30 kg fuel weight saving is offset by a 34 kg increase in the hybrid systems. So, the FIA effectively robbed Peter to pay Paul.
The 80 kg Target for 2031
With secret talks being held over the specification of the 2031 F1 engines—which the FIA wishes to be lighter, simpler, and much less expensive—Head of F1 Single-Seater Matters, Nicolas Tombazis, is setting the record straight for manufacturers.
While Toto Wolff has proposed a “mega” F1 engine with 50 kW more hybrid power than the current maximum, Tombazis says the FIA is targeting a new car and engine combination with a further weight reduction of at least 80 kg.
Tombazis Outlines the FIA’s Ambitious Goal
When asked whether this year’s weight reduction had achieved the FIA’s goals, the Greek official responded:
“Now, is that where I would like us to be? No,” he said. “I would like us to be another 80 kilos lighter, and maybe still a bit shorter and a bit smaller in the future.
“That’s the sort of target—that we do another big step from what was possible to do now. I think this is not a bad step, but it’s not like I’m saying, ‘Yes, job done, that’s the target’. We want to take another step toward lightness in the future, and also a significant step in weight reduction.”
Why Hybrids Must Be Axed to Hit Weight Goals
This is a direct slapdown for Wolff’s mega-engine proposal and for manufacturers who wish the future of F1 power to remain heavily hybrid-led. As discussed, this magnitude of weight loss could only realistically be achieved if the current energy store and electric motors were removed, saving a combined weight of 55 kg.
Furthermore, with less weight, the cars could shed a few more pounds through lighter component reinforcement, such as in the suspension. But without ditching heavy hybrid systems, an 80 kg reduction is virtually impossible to achieve.
Resistance to the Return of V8 Engines
Clearly, behind the scenes, talks between the FIA, F1, and manufacturers over the next generation of power units are not progressing well. Manufacturers are resisting the FIA’s proposals to return to simpler V8 power with a small amount of electrical boost.
Yet Tombazis’ comments align with those made by Mohammed Ben Sulayem, who recently threatened to engage an independent engine manufacturer to develop the next generation of F1 power units:
“It will be an FIA-selected engine that would be allowed to the teams,” he said. “Then we control the neutrality, we control the power, and the money. We cannot just give it away and say, ‘Go and do it to X, Y, Z.’ Prices might go up and down, but the FIA will always be the judge.”
Threats of Independent Engine Suppliers
If current manufacturers refuse to play ball with simpler, cheaper engines, Ben Sulayem is making it clear there are others prepared to take on the brief:
“McLaren said they will do it, then you have Alpine—they will do their own engine. That’s already two of them saying, ‘Well, thank you.’ Then you will have new power unit manufacturers, maybe more than the current numbers. That’s good.”
Ending the Era of Road-Car R&D
The battle behind the scenes sees manufacturers flexing their muscles and potentially threatening to withdraw from F1—as has historically been the case. Currently, complex F1 powertrains have created “Mario Kart”-style racing, according to Max Verstappen and others, and the FIA is keen to return to a more pure form of motorsport where drivers are in complete control:
“Let’s say the manufacturers don’t [vote for it],” Ben Sulayem continued. “Then one more year [in 2031] and it will be done. It’s not a matter of, ‘Do I need their support?’ No, it will be done. The V8 is coming.”
This, together with Tombazis’ comments regarding new cars being 80 kg lighter, demonstrates the determination of the FIA to wrest back control from engine manufacturers and put the racing spectacle back at the forefront of F1. No longer will the sport serve merely as a multi-billion-dollar R&D technical laboratory for road-car manufacturers.
Would you like to see more TJ13 Formula 1 coverage? Add us to your favourites list on Google to receive trusted F1 news.
The Judge, a nom de plume of an experienced F1 journalist and site founder with long-standing sources across the paddock. With over 30 years of experience in Formula 1 as an insider journalist, I have built trusted connections across the paddock, from race engineers and mechanics to senior team figures. At The Judge 13, I and a handful of trusted colleagues share exclusive Formula 1 news, expert analysis and behind-the-scenes stories you will not find in mainstream motorsport media.
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.
Removing all the hybrid stuff isn’t the only way actually because by limiting the amount of components alongside the ICE to a small battery, the overall weight would automatically reduce a lot, & for a more magnified combined impact, the FIA should further reduce car dimensions to the 1998-2016 width & 2010-2016 lengths, which would also reduce overall weight a lot, so these aspects combined, something in the 670s as the minimum car+driver weight limit should at the very least be achievable.
Additionally, even if minimal electrification required a greater fuel allowance for the races, the same maximum allowance as in 2010-2013 should at the very least be enough for the same race distances, which would also make the same absolute tank size viable.
The 2014 season was actually the first for the hybrid era & while the FIA’s initial target of lowering the car+driver minimum by 40-50 kgs failed to materialize, the eventual 32 kg reduction from 800 to 768 kg is also considerable & good for the time being.