Mohammed Ben Sulayem is now deep into his FIA presidency campaign as he approaches the end of his first official term as president of the Fédération Internationale de l’Automobile. Elected in 2021, the Emirati motorsport figure took over from long-serving predecessor Jean Todt, the former Ferrari team principal, ushering in a new era of leadership at the sport’s governing body. However, his tenure has been marked by a number of controversial decisions and ongoing debates within the Formula 1 community.
Since stepping into the role, Ben Sulayem has introduced several high-profile changes, not all of which have been well received. One notable example was the enforcement of a swearing ban during official Formula 1 media sessions, a regulation that drew attention when reigning World Champion Max Verstappen was penalised following a slip during a press conference at the 2023 Singapore Grand Prix. Verstappen was subsequently required to complete community service as part of the FIA’s disciplinary protocol.
In addition to cultural and procedural changes, Ben Sulayem’s leadership has raised concerns about the level of communication between the FIA and F1 drivers on key sporting matters. That perceived lack of dialogue has contributed to mounting scrutiny, and now Tim Mayer—a respected figure with a long background in motorsport governance—has stepped forward as a potential challenger in the upcoming FIA presidential elections scheduled for December 2025.
Among the most significant projects Ben Sulayem has overseen is the rollout of the 2026 Formula 1 technical regulations, a sweeping overhaul that includes substantial changes to both the chassis and power unit frameworks. While the FIA hopes the new rules will help ensure a more sustainable and competitive future for the sport, prominent figures such as Red Bull’s Chief Technical Officer Adrian Newey have warned that the complexity of the regulations could cause widespread performance issues across the grid. Many believe all ten teams will face major challenges in adapting to the hybrid architecture being mandated.
Ben Sulayem has never hesitated to voice bold proposals for Formula 1’s future—and his latest idea could become a serious point of contention, particularly for two of the sport’s most iconic teams: Scuderia Ferrari and the Mercedes-AMG Petronas Formula One Team.
Mohammed Ben Sulayem’s Latest Engine Proposal Could Provoke Ferrari and Mercedes
Speaking in a recent interview with The Race, Mohammed Ben Sulayem outlined a new approach to standardisation in Formula 1, which he framed as a matter of “common sense.” In the past, the FIA president has advocated for the return of more traditional engine formulas, including the reintroduction of V10 engines—though this idea was met with resistance from today’s power unit manufacturers, who are heavily invested in hybrid technology.
Discussing the state of the current engines, Ben Sulayem was candid about their limitations:
“Teams and power unit manufacturers are beginning to understand that we cannot continue with this engine configuration indefinitely,” he said. “The complexity of the MGU-H system has outlived its usefulness. It had its time, but did it ever truly meet expectations? In three years, this engine will be 15 years old—it should be obsolete by then.”
He added that while the MGU-H will be dropped in the 2026 regulations, along with adjustments to compression ratios, fuel types, and boost pressures, more needs to be done. His latest idea? A completely new power unit that is lighter, more cost-effective, and simpler to manage. This, he argues, could only be achieved with the implementation of standardised components across teams—specifically a single gearbox supplier, a standardised hybrid system, and most controversially, a single fuel supplier.
According to Ben Sulayem, this move would require the cooperation of both Formula One Management (FOM) and all ten teams. “We propose it and see if they accept it. They have to accept—because it’s common sense,” he stated.
Why Ferrari and Mercedes Could Strongly Oppose a Single Fuel Supplier
While some areas of the FIA’s vision for 2026—such as the elimination of the MGU-H and simplified hybrid elements—have been met with cautious optimism, the idea of mandating a single fuel supplier across the grid is likely to face stiff resistance from major manufacturers, especially Ferrari and Mercedes.
As The Race reports, teams are reportedly more receptive to the return of V8 engines than to sweeping standardisation around fuel and hybrid systems. One of the primary concerns surrounding the single-supplier model is that it would eliminate the ability for teams to form exclusive and highly profitable partnerships with fuel and lubricant companies.
Ferrari, for example, has enjoyed a long-standing and financially significant relationship with Shell, while Mercedes has partnered with Malaysian energy giant Petronas since their return to Formula 1 in 2010. These collaborations are not just about brand visibility—they also involve years of fuel optimisation, engine calibration, and co-developed technology that has given each team a performance and commercial edge.
With fuel prices for racing expected to rise to nearly £225 per litre under the 2026 rules, reducing supplier variety might cut costs on paper—but could also dismantle key sponsorship deals. For Ferrari, the arrival of Lewis Hamilton in 2025 has already opened new commercial doors, yet losing Shell as a technical and branding partner would be a major blow. Likewise, Mercedes without the Petronas name and technology would appear dramatically different—not only visually, but in how they operate and develop their engines.
Aston Martin, too, would be affected, as their partnership with Saudi energy group Aramco plays a central role in their Formula 1 project.
As the debate over Formula 1’s future intensifies, Ben Sulayem’s proposal—though positioned as a cost-saving measure rooted in logic—could spark deep resistance from teams with strong commercial and technical identities tied to their fuel providers. Whether this “common sense” initiative gains traction will depend not only on performance outcomes but also on whether it aligns with the sport’s increasingly commercial ecosystem.
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