Valeria Loreti, delivery manager at Shell, in conversation with Motorsport Italy explains the approach of the shell oil company to zero-emission fuels that Formula 1 will adopt with the new power units from 2026. The Italian manager admits that the research began a year ago: “The project is very ambitious because it’s uncharted territory.” Two fuels are under analysis: e-fuel and bio-fuel, with the goal being to develop the most high-performance and efficient solution for Ferrari.
The year 2026 might seem distant for Formula 1 enthusiasts. However, in recent months, a silent yet crucial debate has been ongoing in defining the hierarchies we will see two and a half years from now when the world championship begins.
Alongside a new type of power unit, still a subject of discussions among industry professionals, a brand-new generation of fuels will debut. Their peculiarity will be zero emissions.
This represents a revolution for those studying and producing fuels, offering an unprecedented scenario that could provide those who best interpret the new regulations the opportunity to significantly impact the overall performance of the race car. Everything will be new, starting with the fundamental choice (which can be bio-fuel or e-fuel) and extending to the processes that will lead to the definition of the final fuel.
When it comes to fuels, the technical battle among various suppliers is typically silent, but in this case, an unprecedented scenario could open up significant possibilities. Valeria Loreti, the delivery manager at Shell (a long-standing partner of Ferrari), has agreed to delve into the details with Motorsport.com, explaining a technical challenge that is destined to come under the spotlight in two and a half years. An unprecedented technical challenge, which will be experienced both in laboratories and on the track, where Shell has its traveling laboratory present at every race.
Let’s start with the question that many in the paddock are asking. Will Formula 1’s choice in 2026 for fuels be bio-fuel or e-fuel? Can you explain the difference?
“From a chemical point of view, they are two relatively similar fuels. When we talk about ‘synthetic’ (e-fuel), we refer to a fuel made through synthesis, where carbon and hydrogen are combined to form molecules that are similar or analogous to those found in traditional fuels. The definition of the fuel depends on the feedstock (the raw material) used. If we talk about bio-fuel, it means the feedstock is bio, meaning it comes from waste or agricultural processing residues, or, to refer to a widely used material, ethanol, which we work on in collaboration with our Brazilian partner Raízen, the world’s largest ethanol producer. Production involves using the waste from sugarcane cultivation, which is processed to obtain ethanol, which then undergoes a process (the same one used for synthetic fuels) to produce a biofuel.”
“The concept of e-fuel is different in terms of feedstock; you can use the CO2 in the air or, for example, utilize the processing residues that come out of industrial chimneys as sources of carbon. Hydrogen for electrolysis is obtained from green electrical energy, sourced from solar or wind, and then it all goes through this synthesis process to produce e-fuel.”
Has work on the new fuel already started?
“We began working on the ‘2026 fuel’ project as soon as we concluded the work on the current fuel that will be used until the end of the 2025 season. We’ve been active on the new fuel since last year. It’s a very ambitious project because it’s uncharted territory. Naturally, as a partner of Scuderia Ferrari, our goal is to develop the most high-performance and efficient fuel possible, as it’s one of the elements that the engineers themselves refer to as ‘performance differentiation.'”
“The approach hasn’t changed; we want to support our partner in the best way possible, and being new is how we can do that. For the first time in my career, I’m facing a project that offers the opportunity to start from scratch. In past generations of fuels, the goal was always to improve the previous specification, starting from changes in the power unit and trying to adapt the fuel to new requirements. Today, we’re working on a new generation of engines, but we have a blank slate for everything.”
The impression is that among the fuel suppliers in Formula 1, a challenge has already begun that could have a significant impact on the values we will see from 2026 onwards. Is this true?
“I’m very proud to be in this position and to have this challenge ahead of us. Our role is research and development, what we do with Scuderia Ferrari is a continuous search for new technical solutions that aim to go where the competition hasn’t been and contribute as a differentiating factor in the car’s performance.”
“Motorsport is ultimately a very fast laboratory, and the work we do yields immediate results. The scenario is different from the daily routine of an ordinary laboratory because we work with small volumes that allow us to innovate and get feedback very quickly, and this is a significant added value for Shell. Being able to conduct numerous field tests and immediately understand if the chosen direction is correct or not has allowed us to share information and experiences for the fuel we sell every day.”
Will the challenge of the new generation of fuels allow Formula 1 to become a technological beacon once again, also indicating a path to everyday mobility?
“I believe that Formula 1 has never lost this role, and I think that today, it’s one of the reasons why a major company in the sector is committed to a category like Formula 1. Shell’s goal is to develop commercial fuels with increasingly better characteristics, and in this regard, there is no better laboratory than racing, and especially Formula 1.”
“When it comes to fuels, it’s a world that not everyone fully understands in terms of its complexity: for a team, it’s a front that can guarantee a competitive advantage. For us, as a company in the sector, what we experiment with on the track is directly related to what we sell to drivers because the Formula 1 regulations require us to work with a product that contains 99% of components similar to those in Shell V-Power, which we sell at our gas stations.”
“The only difference lies in the processing, which, regarding the track, seeks to enhance those components that guarantee greater performance with the power unit currently used in Formula 1. To give an example, the difference can be compared to an off-the-rack suit compared to a tailored one, both made from the same fabric.”
Regarding the 2026 fuels, has the FIA introduced very restrictive regulations or left room for experimentation?
“As far as our role is concerned, the current regulations are already restrictive, but those for 2026 will be even more so, with an increase in regulated parameters, such as distillation curve. However, the type of molecule is still open for discussion, so there is still some room to work.”
“We must respect the chemical specifications and certify that all components used are sustainable, surpassing parameters even beyond those set at the European level for such fuels. The goal of the FIA and Formula 1 is to open up new possibilities, something beyond the current standards, aiming for technological innovation. Nevertheless, this remains a great opportunity for us because being able to create a high-performance, efficient, and sustainable fuel could open up new scenarios even for everyday road use.”
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