V10 engines in Formula 1, not just sound: how they would improve weight, aerodynamics and tires. Naturally aspirated engines would concretely enhance the spectacle in Formula 1.

The idea of returning to naturally aspirated V10 engines in Formula 1, abandoning hybrid technology, is gaining popularity. This concept stems from the desire to contain costs, foster close competition, and nostalgia for the unparalleled melody of the old 10-cylinder engines, which starred in Formula 1 until 2005. However, such a reversal would also have technical implications that could enhance the spectacle, from aerodynamic simplification to tire performance. On the other hand, alignment with the market strategies of individual manufacturers must be found, while also maintaining a high level of engineering competition.

Guaranteed weight reduction
The project originates from the development of 100% bio or synthetic fuels, set to debut in Formula 1 in 2026. If used to power V10 engines, they would ensure environmental sustainability, or more precisely, carbon neutrality, even without the hybrid system. However, fuel consumption would be affected, as there would be no energy recovery during braking and no turbo to improve efficiency. This would require carrying more fuel, increasing race configuration weight and safety risks. At the same time, eliminating the hybrid system would result in a significant weight reduction, lowering the energy needed to complete a Grand Prix and offsetting the efficiency loss.

Considering the minimum weight requirements for the electric motor, battery, and turbo imposed by the 2026 technical regulations, a return to naturally aspirated V10 engines would allow a reduction of up to 65 kilograms. However, current safety and cost standards mean that a modern 10-cylinder, 3000 cc engine would not weigh the same as in the past, certainly exceeding the 130 kg of the current 1.6-liter V6 engines. Nonetheless, the final balance would still see a reduction of several dozen kilograms, triggering a virtuous cycle. Lower weight would reduce loads on the suspension, brakes, chassis, and impact structures, enabling a comprehensive weight reduction. While dropping from the current 800 kilograms to the 600 kilograms of 2005 would be difficult, shedding between 50 and 100 kilograms would be a realistic goal.

Advantages for the spectacle
The weight reduction offered by V10 engines would decrease the braking, acceleration, and steering forces needed to achieve the same accelerations and thus the current performance levels. In other words, the cars could afford to lose some grip without compromising lap times. This would open the door to reducing aerodynamic downforce, particularly on the floor, allowing for its downsizing. Consequently, the overall dimensions of the car, especially wheelbase and track width, could be reconsidered, further aiding weight reduction. At the same time, aerodynamic simplification would help reduce wake turbulence for the car behind, making on-track battles easier.

Tires would also benefit from this new framework. With less grip required, narrower tires could be used, improving visibility in wet conditions by reducing the water spray. Furthermore, Pirelli or any future supplier could develop tires that do not need to provide the same peak grip. Shifting design priorities would widen the operational window, making tires more consistent and predictable—something welcomed by critics of Formula 1’s excessive sensitivity to tire performance. However, some level of degradation would still be necessary to create performance differences between cars in a race, keeping strategies and on-track action dynamic.

The other side of the coin
Undoubtedly, the return of V10 engines would simplify the technology and reduce costs, making Formula 1 more economically attractive to manufacturers. Additionally, since this is a well-known and less challenging technology compared to the new power units expected in 2026, the likelihood of a tightly contested competition would increase, avoiding dominance by a single engine supplier. This would enhance the spectacle and popularity of Formula 1, thanks to the benefits in weight, tires, and aerodynamics, along with the appeal of the sound.

However, prematurely abandoning or even completely scrapping the next-generation power units would conflict with the interests of some participants. It is unlikely that the investments already made in the new regulations would be disregarded, and dropping hybrids could also clash with manufacturers’ market and marketing strategies. Although the outlook is not the same as it was at the beginning of the decade, electrification remains a cornerstone of many manufacturers’ plans. A possible compromise could involve a smaller, lighter, and more compact hybrid system. Nevertheless, while the 2026 hybrid power units present many challenges, they also offer an exciting technological battle among engine manufacturers—something a subsequent return to V10 engines could undermine. It will be up to the FIA and Formula 1 to decide whether this is an acceptable scenario, weighing it against the numerous advantages on the other side of the scale.