FIA's Ben Sulayem Pushes V8 Engines with Hybrid for F1's Future

Formula 1 faces two parallel engine discussions critical to its future.

The immediate one seeks short- and medium-term fixes for problems with the new engines introduced this year. Teams need answers within weeks to implement changes for next year. Those talks are already advancing.

The longer-term debate concerns engines for the regulation change in four or five years. FIA President Mohammed Ben Sulayem pushes for naturally aspirated V8s with a token hybrid system, similar to the 2013 rules.

Everyone in F1 agrees the new engine regulations fell short, though few say so publicly. The new racing style brings more overtaking, and TV audiences rose significantly for the first three races.

Still, excessive energy management harms the driving experience, particularly in qualifying. This shifts what it means to be an F1 driver in ways experts view negatively.

The core issue lies in the 50-50 split between combustion and electrical power, which demands major compromises.

New engine rules take effect in 2031, after the Concorde Agreement expires at the end of 2030. Ben Sulayem could impose his preferred rules then and uses that leverage to advance them to 2030. "It is happening," he says, "but of course consultation is needed."

Unilateral action risks losing manufacturers. The new rules drew Audi, Ford, and General Motors, and convinced Honda to stay.

Stakeholders consider cutting electrification and altering the 1.6-liter V6 turbo, while retaining carbon-neutral sustainable fuels to avoid emissions criticism.

Ben Sulayem told Car and Driver he wants V8s "for the sake of sustainability when it comes to the business, the price, the efficiency, the light weight, the sound for the fans; I think you are ticking many boxes here."

Current power units weigh 185 kg, including engine, turbo, electrics, and battery. The 2013 2.4-liter V8s weighed 130 kg with small energy recovery systems. Those engines alone were 95 kg.

Grand prix starts now carry 90 kg of fuel, versus 160 kg in 2013. Non-hybrid engines would need more fuel but weigh less. A 2013 car started 15 kg heavier on engine and fuel but ended races 55 kg lighter. Modern safety features like the halo prevent direct car weight comparisons.

Simpler engines could narrow and lighten chassis, sources say.

Ben Sulayem argues V8s would restore the dramatic sound fans loved from V8s and prior V10s.

Some fans prefer the strident noise of naturally aspirated engines used from 1989 to 2013. But no data quantifies that group; evidence remains anecdotal.

Turbo hybrids since 2014 drew a new generation of fans. Growth accelerated after Liberty Media's 2017 purchase, with social media and Netflix's Drive to Survive.

Newer fans know only quieter engines and may not want deafening noise requiring ear protection. Louder engines could jeopardize city races like Miami, Las Vegas, Singapore, and Monaco, key commercial events.

Ben Sulayem said engines would rev to 15,500-16,000 rpm for power but not exceed levels annoying to children. Mufflers have been discussed despite contradictions.

Manufacturers accept changing engines and V8s in principle. Ben Sulayem lost a prior push for V10s to them.

All agree on cutting costs after developing the current units. But engine architecture remains undecided.

Mercedes is "open" to talks. Team principal Toto Wolff said in Miami, "We loved V8s." He added: "How do we give it enough energy from the battery side to not lose connection to the real world? Because if we swing 100% combustion, we might be looking a bit ridiculous in 2031 or 2030. So we need to consider that, make it simpler and make it a better engine."

Honda stated a V8 return "is something we should discuss healthily, the FIA and the stakeholders, while ensuring that it is for the benefit of the fans."

Ben Sulayem suggested 2.6- to 3-liter engines with 10% electrical power. Insiders say he prefers 5% or none but knows that is unlikely.

F1 CEO Stefano Domenicali supports V8s but praises this year's "yo-yo racing" from higher electrification. Mercedes driver George Russell noted naturally aspirated eras had pure but dull racing.

A 30% electrical share may emerge as compromise. Audi wants a turbo, which is road-relevant, efficient, and quieter despite added weight.

Honda said: "Regardless of the turbo or hybrid application or the format of the power-unit, we highly regard F1 as essential technological challenges."

FIA must soon propose a blueprint, given preparation timelines; current rules began in 2020-21.

Drivers complain energy management turns qualifying corners into "charging stations," as Aston Martin's Fernando Alonso put it.

Miami tweaks allowed faster energy recovery and less total use. Manufacturers now study boosting combustion power for 2027, with decisions soon.

Raising fuel flow is simplest but requires engine and tank changes, complicating chassis carryovers. Options include cost-cap exceptions, shorter races, or easing race energy rules while fixing qualifying. Alternatives raise harvesting limits, cut electrical deployment, or enlarge batteries.