The only figure showing little concern appears to be Stefano Domenicali, who remains focused on commercial growth and global expansion rather than on-track concerns. On the other hand, FIA Single-Seater Director Nicolas Tombazis has effectively admitted that the current engine architecture—heavily weighted towards electrical power—was shaped by pressure from manufacturers keen to enter or remain in the championship, particularly Honda and Audi, with the implicit approval of other engine suppliers.
This conceptual compromise is now producing visible effects at the start of the 2026 season, already forcing the introduction of corrective measures that will be assessed starting from the Miami Grand Prix.
F1 power units: a technical balance that does not convince
The central issue remains the distribution of performance between internal combustion and electric components. The current configuration, with an overly dominant electric share, has significantly altered the identity of Formula 1, affecting drivability, energy management, and ultimately the spectacle on track.
The concerns are not purely technical but also perceptual. There is a growing feeling that an important balance has been lost—one that, despite the complexity of the hybrid era introduced in 2014, still maintained a clearer link between performance, sound, and the sport’s identity.
It is no coincidence that discussions about mid-cycle adjustments are already underway, even though the scope for intervention remains limited by a highly restrictive regulatory framework.
2031 in focus: V8 engines and biofuels return
However, the most significant debate is taking place in the medium to long term. The current regulation cycle ends in 2030, opening the door to a new phase from 2031 to 2035, following the now-established five-year regulatory structure.
For that period, a major philosophical shift is already being discussed: multi-cylinder engines, specifically turbocharged V8 units, paired with a far less intrusive MGU-K system. The electric component would be drastically reduced, bringing Formula 1 closer to its pre-2014 hybrid revolution identity.
These future power units would run entirely on drop-in biofuels, continuing the sport’s sustainability path but with a stronger emphasis on preserving technical and sporting identity rather than redefining it. The intention is to close discussions by the summer, allowing technical regulations for the next generation of cars to be defined quickly.
Is Cadillac at risk of being caught out?
One key question remains open and could become increasingly important in the coming years: what happens to Cadillac, given that its planned engine project may arrive just before this regulatory cycle ends?
In a scenario where the next major regulation change is fixed for 2031, it is not impossible that the American manufacturer could continue using Ferrari power units until the end of the current cycle.
At the same time, an early acceleration of the regulatory overhaul cannot be completely ruled out, although such a move would require broad consensus among all stakeholders and remains a complex scenario.
The feeling is that Formula 1 is going through a delicate transition phase, where decisions made to attract new manufacturers are beginning to show clear limitations. For this reason, significant changes could emerge in a relatively short timeframe.
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