Ben Sulayem’s V10 proposal gains momentum: teams open to hybrid-assisted three-liter engines. Mohammed Ben Sulayem is using the V10 concept as a political tool to restore his image.

Discussions in the F1 paddock are heavily focused on engines—or rather, power units. Mohammed Ben Sulayem appears to be launching his re-election campaign for a second term at the helm of the FIA by advocating for the return of naturally aspirated V10 engines to Formula 1.

Theoretically, these engines could make a comeback starting in 2031, when the next set of regulations will expire. The upcoming 2026 power units are designed to deliver 50% of their power from electric components and 50% from internal combustion.

Nikolas Tombazis, FIA’s single-seater technical director, has acknowledged interest in the V10 concept but denied that any concrete plans exist. The future remains open for discussion, with no set path yet. However, some are already considering bringing the multi-cylinder unit forward to 2028 or 2029. This has even led to speculation about scrapping the 2026 power units altogether to extend the life of the current engines.

A key question arises: Why skip an entire generation of power units before they even debut? The answer is simple—some manufacturers fear they won’t be ready and could field uncompetitive units.

Although never officially admitted, there is significant concern within Red Bull Powertrains, as well as uncertainty surrounding Audi’s F1 debut in 2026. However, those pushing for the continuation of the current power units may not have considered all the implications. Honda, which has an exclusive supply contract with Aston Martin, would need to extend its agreement with Red Bull and Racing Bulls, leaving Ford—Red Bull’s official partner—without an engine supplier. Meanwhile, Stroll’s Aston Martin team would have to continue using Mercedes units, which are set to go to Alpine instead. If Alpine cannot secure Mercedes engines, it would be forced to persist with its underperforming Renault power units. Additionally, Audi would have to rely on Ferrari’s 066/12 engine.

It is clear that contractual obligations make an extension of the current regulations nearly impossible. Imagine the reaction of the boardrooms at manufacturers that have invested hundreds of millions into the 2026 engines, only to be told their efforts were wasted.

However, the V10 route could be pursued sooner than expected, as the limitations of the 2026 power units are becoming apparent. The push for an equal split between electric and combustion power has made the technical challenge extremely complex, making an early alternative seem less far-fetched.

Mohammed Ben Sulayem is using the V10 concept as a political tool to restore his image, which has suffered due to his authoritarian management of the FIA. The return of naturally aspirated engines is his key campaign promise for re-election, though it’s worth noting that Stefano Domenicali, F1’s President and CEO, and Liberty Media had already floated this idea.

A simpler engine formula would also benefit General Motors, which is entering F1 next year as the 11th team under the Cadillac brand. For its first three years, Cadillac has chosen to use Ferrari power units, and expecting the American company to develop its own engine by 2028 seems overly optimistic. However, eliminating the complexity of the current ERS system could ease its transition into engine manufacturing.

One major advantage of the V10 is cost reduction. Maintaining a naturally aspirated engine would be significantly cheaper, with an estimated unit cost of around €200,000 compared to the €1.5 million required for current power units. However, the real savings would come from reduced development and research expenses, which have skyrocketed.

Reports suggest Audi is against the V10 concept. However, the German manufacturer might be open to the idea if a small KERS system is included, maintaining some continuity with the hybrid direction of the automotive industry.

What Mohammed Ben Sulayem hasn’t mentioned is that the proposed V10s would have a three-liter displacement. Achieving 1,000 horsepower with a naturally aspirated setup would require extreme engine designs, increasing costs. With a small hybrid system, the same power output could be reached more efficiently. Manufacturers are showing interest in this proposal—otherwise, there is a real risk that some might decide to leave the sport.