The Fédération Internationale de l’Automobile (FIA) is scrambling to contain the consequences of its own decisions regarding the upcoming Power Unit 2.0 regulations in Formula 1. What was intended to be a technological leap forward is now increasingly seen as a miscalculation that is placing the governing body and the teams under serious pressure. The next generation of turbo-hybrid engines, due to debut in 2026, could potentially damage the image of the premier class of global motorsport if the current direction remains unchanged.
Engine manufacturers working on the new power units have been raising the alarm for months, expressing growing concern over the projected inefficiencies of the new systems. A key point of contention lies in the decision to remove the MGU-H (Motor Generator Unit – Heat), one of the most complex and valuable elements of current powertrains. At the same time, the new regulations demand a tripling of the energy contribution from the electrical component, which adds a layer of complexity that many see as unnecessary and problematic.
Because of these challenges, the initial testing phase for the 2026 cars will take place behind closed doors. The first four-day session, scheduled at the Circuit de Barcelona-Catalunya, will be held privately to allow teams to assess performance without external scrutiny. The FIA, aware of the growing unease among power unit suppliers, has already made informal attempts to revisit the new architecture — but with little success.
During a high-level meeting at the Bahrain Grand Prix, both Mercedes and Audi reportedly opposed any proposed amendments to the future engine regulations, shutting down the possibility of a midstream course correction. Despite this resistance, the FIA appears increasingly aware that the current path is a dead end. FIA President Mohammed Ben Sulayem has publicly and privately reinforced the view that Formula 1 must adopt an entirely new paradigm — potentially even before the Power Unit 2.0 era officially begins.
The Emirati official has made it clear that the next generation of engines is essentially an evolution of an outdated platform, originally conceived more than ten years ago. While the removal of the MGU-H, the increased electrical output, and changes in compression ratios introduce new parameters, the overall philosophy remains deeply rooted in the current hybrid engine concept.
According to Ben Sulayem, Formula 1 must embrace a power unit that reflects a truly new direction. He has argued that the focus on economic sustainability has overshadowed the more critical need for a revolutionary technical concept. The FIA president is now attempting to correct what he sees as a hasty and poorly considered foundation for the incoming engines. Future powertrains, in his view, must not only meet environmental sustainability standards but also be more cost-effective to ensure long-term viability for manufacturers and private teams alike.
Part of this vision includes cutting costs through the standardisation of several key technological components across all F1 cars. One notable feature of the future power units is the use of 100% sustainable fuels. However, these new eco-fuels are far from cheap — with estimates suggesting that a single litre could cost as much as $300. In response, one of Ben Sulayem’s proposals has been to introduce a single fuel supplier for the entire grid to help control expenses.
That idea, however, faces significant resistance. Major oil and fuel companies are not merely technology partners in Formula 1 — they play a crucial role in funding and shaping the sporting and commercial strategies of many teams. The prospect of eliminating this source of competitive and financial support would be deeply unpopular with manufacturers and sponsors alike.
Beyond fuels, Ben Sulayem has also floated the possibility of standardising transmissions, another area where savings could be achieved. While details are still under discussion, this would mark a substantial shift away from F1’s traditionally bespoke engineering culture.
Despite ruling out a return to the iconic V10 engines of the past, the FIA president remains convinced that an eight-cylinder hybrid engine — with an internal combustion unit at its core — could be a viable alternative. Such an architecture, particularly a V8 layout, is already familiar to several major manufacturers, including Ferrari, Mercedes, Audi, and General Motors, especially in their road car divisions. Ferrari and Mercedes, notably, used naturally aspirated 2.4-litre V8 engines in Formula 1 up until 2013, making a potential return to this configuration not entirely far-fetched.
What seems certain at this point is that the so-called second-generation Power Units — the PU 2.0 — are increasingly being viewed as a temporary and problematic solution. Designed by the FIA’s single-seater technical division, the new architecture has been criticised not only for its inefficiency but also for being significantly more expensive than the current power units. Strategically, the decision to place such heavy emphasis on electric power may also turn out to be misguided, especially given the evolving priorities of automotive manufacturers.
That sentiment is shared by several of the major carmakers currently participating in Formula 1, as well as potential new entrants looking to join the grid in the near future. The consensus both inside and outside the paddock seems to be that this entire power unit project is shaping up to be a costly and avoidable mistake — one that could give a short-term technological advantage to whichever team masters it first, but which nearly everyone agrees should be scrapped as soon as possible.
In summary, Power Unit 2.0 — instead of being the future-proof solution Formula 1 had envisioned — is turning into an internal crisis for the FIA, exposing the risks of hasty planning and the lack of unified support across stakeholders. A new technological path is urgently needed if the sport hopes to maintain credibility, competitiveness, and relevance in the coming era.
Leave a Reply