F1 and global car market moving toward electric power but in different ways. Electric propulsion is becoming dominant in the global car market.

The Chinese Car Market and the Shift to Electric
Even though it may not be as noticeable from an Italian or European perspective, the global car market is undergoing a profound transformation, accelerating toward electric vehicles, both fully electric and hybrid. Recent news reveals that by 2025, the Chinese car market, the largest in the world, will see electric cars surpass 50% market share, a full decade ahead of earlier predictions. Foreign manufacturers—non-Chinese—are witnessing their market share shrink further to a historic low of 37%, including European automakers who are already grappling with production volume reductions at home. Japanese manufacturers are not faring much better, forced into painful synergies, such as the recently announced partnership between Honda and Nissan, which has significant implications for jobs.

The Limited Interest of F1 Engine Manufacturers
The global car industry’s full-speed transition to fully electric or hybrid vehicles should, in theory, be good news for Formula 1. The category adopted hybrid powertrains in 2014, and as is well-known, the technical regulations will undergo significant changes in 2026. Power units will shift from the current 25% to 50% electric power, coupled with the use of biofuels. F1 would thus seem like the ideal platform for a global manufacturer to showcase the validity and reliability of its hybrid technology starting in 2026.

However, the list of confirmed engine manufacturers for 2026 and beyond is far from extensive. In addition to Ferrari and Mercedes, Honda will return, partnering with Aston Martin after its involvement with Red Bull and Racing Bulls. However, its commitment will be scaled down, supporting only one team instead of two. Red Bull is developing its own power unit to become independent of external engine suppliers, with Ford providing undefined support for the electric components of the powertrain. Cadillac will enter Formula 1 with Ferrari engines, at least for the initial 2026–2027 seasons, with future plans uncertain. Alpine has already announced its withdrawal as an engine supplier by the end of 2025. Porsche, after years of speculation, has disappeared from the radar, failing to follow through on its announced F1 entry. Audi remains the only true newcomer, officially entering Formula 1 in 2026 with its power unit. However, dark financial clouds loom over the German brand, part of the Volkswagen Group, which is currently facing financial difficulties. These issues have already led Audi to (re)sell a minority stake in the current Sauber team to a Qatari fund. Toyota has announced a multi-year partnership with Haas this year, but it is limited to providing services and knowledge exchange, with no plans to supply engines.

Aerodynamics and a Locked-In Rulebook Leave Little Room for Innovation
On paper, Formula 1 seems to have laid the groundwork to embrace the global technological trend toward hybridization and electrification. In reality, the situation is quite different. No Chinese manufacturer has shown interest in joining Formula 1, and the only Chinese driver in F1 history departed at the end of 2024. The limited number of engine manufacturers slated for the coming years reflects the perception that F1 has become unattractive to them. This is due to the heavy influence of aerodynamics on performance and the enormous investment required to develop power units, which even a historic manufacturer like Renault-Alpine found daunting. These investments yield limited results due to the hyper-restrictive and standardized regulations.

The introduction of active aerodynamics in 2026 will be another non-engine factor significantly affecting car performance. This development aims to reduce aerodynamic drag and optimize battery efficiency. Yet, less efficient aerodynamics risk making the power unit appear underwhelming—a component already far less celebrated than before the hybrid-turbo era.

The cyclical nature of manufacturers’ affection for Formula 1 is not new. What has changed is that F1 has gradually stopped being a technological showcase for manufacturers and is now primarily a marketing platform, supported by bonuses that all teams receive, albeit in highly unequal amounts. The return to ground-effect cars has cemented aerodynamics as the dominant factor, overshadowing other components, including the power unit, which has become subordinate to it.

The use of biofuels appears to be the sole area of significant innovation for Formula 1 power units in the future. However, it does not seem to attract widespread interest from automakers for mass-market production. Against this backdrop, it is unclear whether F1 is leading the way in propulsion technology for mass production or the other way around. The real turning point should be battery technology, addressing the long-standing issues of range and charging times for mass production. However, Formula 1’s highly restrictive technical regulations leave little room for on-track experimentation with new hardware solutions.