During the Bahrain Grand Prix weekend, the FIA has summoned the five official F1 engine manufacturers for a technical summit to clarify the engine situation. The goal? To determine whether there is enough consensus to bring forward the introduction of a V10 engine powered by zero-emission synthetic fuel, replacing the planned hybrid V6 due in 2026.
The 2026 regulatory era is meant to represent the biggest technical revolution in F1 history: cars, engines, and tyres will all be reimagined. But even before the new generation debuts on track, Stefano Domenicali has reignited the debate by suggesting a return to V10s using sustainable fuel. The idea was immediately picked up by FIA president Mohammed Ben Sulayem, who is reportedly in favour of an early introduction.
Engine options in F1: what will be discussed in Bahrain?
According to Auto Motor und Sport, there are two main alternatives: postpone the hybrid revolution to 2028 and switch immediately to V10s, or have the new generation of hybrid engines run for just three years (2026–2028) before introducing V10s in 2029. But both options come with major issues: Audi and RB Powertrains would not have an engine ready for 2026, and even Mercedes might not be able to adapt in time. Additionally, approval would be needed from four out of five manufacturers — not including Cadillac, which has not yet officially entered.
Reportedly, Ferrari and RB Powertrains support the V10 proposal, possibly due to concerns about falling behind in electric power unit development. Mercedes and Audi are strongly opposed, while Honda’s position remains unclear. Some sources say the Japanese manufacturer would welcome a return to naturally aspirated engines, others claim Honda is now fully aligned with the hybrid strategy already in progress.
A return to the past that’s hard to achieve?
The FIA has already invested heavily in defining the new engines. Each manufacturer has spent over $300 million on R&D since 2022. Changing direction now could open the door to lawsuits and a loss of institutional trust.
According to some insiders, the “V10 threat” may actually be a strategic move: to reduce the electric-to-combustion ratio from the planned 55:45 to 70:30 or even 80:20. This would lighten the burden of electrification and help those behind in development catch up.
Technical director Nikolas Tombazis has been tasked with turning the president’s ideas into a technically feasible proposal. An internal working group on the V10 is already active. But considering the costs, sustainability concerns, and institutional credibility, the return of the V10s — even in a green version — currently seems more like a political tool than a genuine revolution on the horizon.
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