The current technical cycle has only just begun, yet Formula 1 is already looking ahead, aiming to develop regulations capable of adapting to shifts in the automotive industry. The objective is to build a protective framework that ensures exciting cars while avoiding excessive dependence on manufacturers, allowing the sport to respond effectively to external crises or strategic decisions.
Behind the scenes, Formula 1, the FIA, and the teams are discussing potential modifications to the 2026 regulations, which already appear to require adjustments during their lifecycle. However, the message emerging from these discussions is clear: there will be no revolution, only targeted interventions to address the most critical areas. One of the primary focuses is qualifying, where the goal is to once again see drivers pushing without hesitation, braking at the limit, and having the freedom to truly make a difference on track.
This represents a key priority for Formula 1, alongside ensuring that the concerns expressed by drivers in recent months—both from a sporting and safety perspective—are properly heard and addressed within the broader ecosystem. Rather than a radical overhaul, the intention is to fine-tune a regulatory framework that is already delivering action-packed races with plenty of overtaking. While such races may be less appreciated by purists, they are widely enjoyed by a large portion of fans.
Beyond the value of the “show,” it is important to remember that Formula 1 is not only a sport but also a form of entertainment. It is therefore understandable that a segment of the audience, particularly those less attached to traditional purist views, may prefer more dynamic and unpredictable races. However, it must also be emphasized that the governance of the sport is not in the hands of a single individual, but rather multiple entities. It is precisely within this structure that a balance must be found when making regulatory decisions.
Stefano Domenicali, CEO of Formula 1, explained very clearly that any discussion regarding potential changes must take into account the reasons that originally led to the adoption of the current regulatory direction. This includes respecting the investments made years ago by manufacturers who either committed to the sport or chose to enter the championship under those conditions.
It would be illogical to completely overturn rules designed to attract manufacturers and capitalize on Formula 1’s global success without a unified direction shared by all stakeholders. For this reason, to properly understand the current situation, it is necessary to step back approximately five years and revisit the context that led to this technical cycle, as well as the lessons that have since emerged with a view to the future.
The current scenario is not the same as five years ago
“At that time, it was true that there was a very clear indication from all manufacturers: either we moved in a certain direction, or they would no longer be interested in any form of involvement in the sport. And I can be even more direct. If we had had an independent manufacturer, we could have said: you know what, we will offer an FIA Formula 1 engine to the teams that want to race, and we move forward like that,” Stefano Domenicali explained in an exclusive interview with Motorsport.com at the London offices.
“But there was no one. There was no equivalent of the old Ford Cosworth, an independent engine supplier, and so on. That was the situation five years ago. Now it is clear that electrification has taken a different direction compared to hybridization. And everyone understands that, if sustainable fuels become available in sufficient quantities and at the right price for consumers, they could represent the most realistic way to address the issue of emissions.”
“Today we have around 1.6 billion cars, plus commercial vehicles and trucks. If someone thinks it is possible to convert all these vehicles to electric overnight, it is impossible. For this reason, I say with a sense of responsibility that some European politicians have not understood this reality, creating problems for the European industry that are difficult to recover from.”
Stefano Domenicali’s comments reflect the changing landscape observed in recent years within the global automotive market. The electric revolution is progressing at a slower pace than anticipated five years ago, and inevitably, manufacturers that had heavily invested in that direction have begun to reassess their commercial strategies.
The scenario that led to the current regulations, with a 50% split between thermal and electric power, no longer exists today. It is therefore evident that this will influence the choice of the future engine, which will need to be simpler and more cost-effective. This approach would also help make the next generation of Formula 1 cars lighter, more agile, and more responsive. It is no coincidence that discussions have emerged around a potential return to a V8 engine combined with a small KERS system, maintaining a hybrid component while simplifying the overall architecture.
This is a solution that several manufacturers, such as Ford and Honda, could accept. The hope—and expectation—is that all major brands, including Audi, Cadillac, and Ford, will choose to continue their involvement in the top tier of motorsport in the future. Formula 1 needs manufacturers, but at the same time, manufacturers also need Formula 1, which remains the leading platform in motorsport for technological development and brand promotion.
Manufacturers are vital, but a protection mechanism is needed
Interest in moving in this direction appears to be stronger today than it was a few years ago, both within the automotive industry and in the Formula 1 paddock. It is no coincidence that Domenicali, while firmly emphasizing the importance and role of manufacturers, also added that in the future the FIA and Formula 1 must operate within a framework that does not depend entirely on the desires of car brands.
“Manufacturers are a fundamental part of what we do. We must thank them, because without them it would be impossible. But we can no longer find ourselves in a position where manufacturers dictate the pace of the sport. This is a lesson we have learned and that, together with the FIA, which is primarily responsible for the regulations, will allow us to find the right package so that the two worlds can coexist.”
“We want manufacturers to be involved, without any doubt. But we cannot be pushed into a corner with a ‘take it or leave it’ approach. This is the objective we must work towards in the coming years,” Domenicali added.
The underlying concept is clear. Manufacturers are essential, and the expectation is that they will remain for the long term, but in a context of global change—such as the one seen five years ago—Formula 1 and the FIA need to implement protective measures to avoid excessive dependence on car brands. Otherwise, the risk is to become overly exposed. One only needs to consider Renault’s exit before 2026 or what happened during the Dieselgate scandal a few years ago, which significantly reshaped Volkswagen’s motorsport programs.
Learning from the past to avoid vulnerability
On several occasions, Domenicali has reiterated that the sport must be prepared in case the automotive market enters a crisis or shifts direction. This is the core of the matter: regulations must remain attractive to manufacturers, but at the same time, the sport cannot risk finding itself in a vulnerable position from both a sporting and business perspective if the global landscape changes rapidly.
“Look at what happened with Renault. Renault was at the table when this type of engine was decided. And then it made the decision to leave. That is what I mean. We cannot find ourselves in a situation where a market crisis leads a manufacturer to make difficult decisions and prioritize other initiatives. We must protect ourselves from that.”
“We must be aware that we live in a world where nothing can be taken for granted. Things can change very quickly. The only thing we must avoid is finding ourselves exposed or caught by surprise, because that is exactly what we need to prevent. Therefore, I believe the only way to achieve this is to have a regulatory framework that allows manufacturers to be respected and to remain involved.”
“But if they decide that this platform is no longer attractive to them for reasons unrelated to motorsport itself, we must be able to react and guarantee teams the opportunity to compete and ensure that the business remains as strong as it is today.”
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