Mark Hughes: Clamour for return of V10s suggests F1 took a wrong turn 

Unbelievably, the possibility is being discussed of scrapping the planned Formula 1 2026 power unit and its associated chassis. The suggestion is that the current formula be extended for a couple of years to be then replaced by a more traditional (non-hybrid) racing engine formula (possibly a V10) running on fully sustainable fuels.

Some months ago F1 boss Stefano Domenicali voiced the idea that sustainable fuels could possibly make a return to non-hybrids acceptable. Recently FIA president Mohammed Ben Sulayem said, “While we look forward to the introduction of the 2026 regulations on chassis and power unit, we must also lead the way on future technological motor sport trends. We should consider a range of directions including the roaring sound of the V10 running on sustainable fuel.”

There are clearly some reservations from on-high about the prospects of the more heavily electrified power units set to run from next year. This push is coming from somewhere. The current formula has produced a closely spread grid and the introduction of a new formula will inevitably increase that spread. Furthermore there’s a worry that it will be made yet-bigger because of the huge complexity of the active aero required to make the 50/50 electric/petrol hybrid raceable. There is a lot of scope for one PU manufacturer to get it way more right than the others. Or wrong. Senior figures in F1 will by now be getting some quite realistic ballpark reports of how everyone’s PUs are comparing on their dynos. A big spread in those ballpark figures would for sure create a great deal of concern about the sport’s bottom line.

But given the huge investment already made by the existing PU suppliers and the fact that at least two of them (Honda and Audi) are only set to be present because of the 2026 formula, it seems unlikely that it will be scrapped. But the fact that it’s even been spoken of suggests some in F1 believe we have taken a wrong turn here. With the subject out in the open at the Chinese Grand Prix, the practicalities of such an immediate change of direction were being discussed and the consensus seems to be that the ’26 PU could run for three years rather than the originally planned five years.

The difficulty of extending the current formula would be for the PU manufacturers to make enough of them for next year when their facilities have been devoted to the 2026 PU. Mercedes, for example, says it could make enough for its own use but would no longer be able to supply customers. Ferrari is understood to be in a similar position. But neither are averse to an eventual return to a naturally aspirated racing engine.

“We’ve got a set of regulations for next year,” said Christian Horner in Shanghai. “I think there’s some limitations to those regulations as far as the show and the racing is concerned. We’ve ended up in a situation where the chassis is having to compensate a huge amount for some of the shortcomings of the split in electrification and combustion. It’s sort of 10 past midnight and Cinderella’s left the building. The romantic in you says a screaming V10, so long as it’s done responsibly with fully sustainable fuels, is hugely attractive. I think the big question is: when would that be for? And what will be the game plan between where we sit today and then? Because it would be a massive departure, obviously, to move a way from what is currently being worked on for 2026. But from the fan in me, the concept of a screaming V10 engine would be very exciting for the sport at whatever point is chosen for the future.”

Horner has overseen the creation of the team’s own power unit manufacturing plant, Red Bull Powertrains, and potentially any move to cancel the ’26 PU that it is deeply committed to would potentially leave the team without an engine. Its deal with Honda finishes at the end of this year as the Japanese manufacturer switches to Aston Martin. It would be unrealistic to imagine Powertrains could create a suitable engine in time for ’26 if the current formula were extended. It all feels too late.

Zak Brown largely agrees: “I think a V10 would be pretty cool with sustainable fuels. But I don’t really see how you can unwind what’s in place, really, because of all the different power unit changes that are happening right now: Audi’s coming in, Alpine’s going to Merc, Ford’s joining. Logistically, I’m not sure how you put the genie back in the bottle.”

“We’ve got big cars which place unreasonable demands on tyres”

The problem with racing hybrids has always been weight. Batteries are heavy. So we’ve got monstrously big cars which lack the agility of the naturally aspirated era machines and place unreasonable demands on the tyres which have to be driven with an endurance racing style. Then there’s the uninspiring sound. We’ve got used to it in the 11 years since the hybrids first appeared. But a whole visceral dimension of what made F1 so exciting was removed at that time.

F1 has followed this direction so as to be aligned with the technology of the automotive manufacturers which supply the grid and invest so heavily in the sport. But the direction of automotive – moving towards fully electric, increasingly driverless, with Chinese manufacturers coming to dominate – seems to have little in common with F1. Automotive is becoming white goods and the very future of the European car industry is unclear. Perhaps there’s a growing recognition that the paths of automotive and F1 need to part.

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