Key figures in Formula 1 and the car manufacturers that participate in the sport are expressing significant concerns about the stance taken by the FIA. On a broader scale, the climate crisis is an undeniable reality, and the global automotive industry is increasingly focusing on electrification. While the election of Donald Trump brought some uncertainty in the U.S. due to his administration’s climate change skepticism, the push for cleaner technologies continues.
Car manufacturers join Formula 1 largely as a strategic marketing move. This appeal has only been enhanced by the sport implementing budget caps for both vehicles and engines. Looking ahead to 2026, notable companies like Audi, Ford, and General Motors are entering the F1 scene, and Honda is choosing to stay put instead of pulling out, largely due to the upcoming changes in engine regulations.
Reflecting on the shift, Audi has already emphasized that the new rules were a significant reason behind their decision to step into Formula 1. Mercedes, on the other hand, is open to discussions but insists that any future engine formula must include a hybrid component to keep them engaged.
Zooming in a bit, a question arises: why revert to a V10 engine? None of the significant road-car manufacturers use them anymore. Mercedes suggests that a V8 would make more sense if a switch is necessary, as these are still actively being developed for road cars. Moreover, why abandon turbochargers when they’re crucial for the performance of many high-end road cars, ranging from Audi RS6s and Mercedes AMG C63s to McLaren and Ferrari supercars?
Sure, one might argue that V10s could be less expensive than hybrids. However, manufacturers have already poured an estimated $400 million into developing the new engines and aren’t about to let that investment go to waste. Plus, a new V10 would demand additional development funds, likely costing hundreds of millions more.
The consideration of weight also comes into play. While hybrid engines do make cars heavier, primarily due to their batteries, most of the weight increase from roughly 550kg in 2005 to around 800kg today results from crucial safety innovations, like the halo head-protection device.
In 2013, F1 cars started races with about 160kg of fuel. Today, that’s reduced to around 100kg and is expected to remain similar next year. Shifting to naturally aspirated engines would dramatically increase fuel capacity—and with that, the weight.
From a sustainability perspective, the new fuels slated for next year are not entirely net-zero. Scientifically, these sustainable fuels cut carbon emissions by a bit more than 80%. Yet, moving away from hybrid engines and potentially doubling fuel consumption would mean doubling carbon emissions from fuel use.
Even though the emissions from the cars themselves are relatively minor in F1’s overall environmental footprint—it’s the global logistics and transport that are far more significant—the message it sends is crucial.
