Jonas Leo
Formula 1’s governing body, the FIA, is actively exploring a significant overhaul of its power unit regulations for the 2031 season, with a potential return to naturally aspirated V8 engines and the introduction of a third-party engine supply model for customer teams. This prospective shift aims to drastically reduce costs, lighten car weight, enhance engine sound, and fundamentally reshape the competitive landscape by addressing long-standing concerns over team alliances.
FIA President Mohammed Ben Sulayem and F1 Chief Executive Stefano Domenicali have consistently advocated for power units that are cheaper, lighter, and louder, viewing these as essential components for the sport’s next regulatory cycle. The most probable technical direction under discussion involves a naturally aspirated V8 engine paired with a smaller, less complex electric component. Such a configuration is projected to significantly lower both the financial burden of engine development and the overall weight of the cars, potentially ushering in an era of what proponents describe as a "purer form of flat-out racing."
Beyond the technical specifications, a core motivation for this proposed change lies in resolving escalating concerns regarding the competitive integrity of Formula 1, particularly the intricate web of team alliances. Ben Sulayem believes that by making power units substantially more affordable and less complex to produce, the FIA could compel teams to either develop their own engines or procure them from independent, third-party suppliers. This strategy would effectively dismantle the current "customer team" model, where smaller outfits rely on the engine supply and often, indirectly, the technical expertise of larger, manufacturer-backed entities.
The issue of team alliances has been a recurrent point of contention, gaining renewed prominence through formal complaints. McLaren CEO Zak Brown recently dispatched a letter to Ben Sulayem, reiterating his long-held apprehension over the influence wielded by dominant teams over their customer or sister operations. Brown’s concerns have notably centered on Red Bull Austria’s dual ownership of Red Bull Racing and Racing Bulls (formerly AlphaTauri). Specific instances, such as the transfer of Racing Bulls team boss Laurent Mekies to Red Bull’s top job without the traditional period of gardening leave, have fueled questions about the true independence of these allied entities. More recently, discussions surrounding Mercedes’ potential acquisition of a 24% stake in the Alpine team, which ultimately faltered over valuation disagreements, further highlighted the complex interdependencies within the paddock.
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Addressing these issues, Ben Sulayem articulated the FIA’s objective: "There will be no control over the teams, A-team over the B-team, that’s supplied with their engines. If it is affordable, then we will have one engine for the rest of the B-teams, so nobody can leverage them and tell them to ‘vote this way, or we are not going to give you a good engine’." This statement underscores a strategic vision to eliminate any perceived coercion or undue influence that a primary engine supplier might exert over its customer teams, particularly in critical governance decisions or technical regulations.
The concept of third-party engine suppliers is not novel to Formula 1. For decades, independent engine manufacturers like Cosworth, Ford (as an independent supplier), Judd, Hart, and Mecachrome (supplying Renault engines) were commonplace, providing competitive power units to a diverse array of teams. Cosworth, for instance, last supplied Marussia in the 2013 season. However, the advent of the turbo-hybrid era in 2014, with its immensely complex and technologically advanced power units featuring intricate energy recovery systems (MGU-H, MGU-K), effectively rendered independent supply unfeasible. The prohibitive development costs, specialized engineering requirements, and deep integration needed with chassis design pushed teams towards direct partnerships with major automotive manufacturers or their dedicated performance divisions. This shift dramatically consolidated power unit supply, limiting options for smaller teams and fostering the very alliances now under scrutiny.
Currently, the Formula 1 grid relies on a limited number of manufacturer-backed power unit suppliers. Mercedes HPP, the high-performance powertrain division of Mercedes-Benz, supplies engines to its works team, Mercedes-AMG Petronas F1 Team, alongside customer teams McLaren and Williams. Alpine F1 Team utilizes power units developed by Renault. Ferrari provides engines for its factory team, Scuderia Ferrari, as well as for customer outfit Haas F1 Team. Red Bull Ford Powertrains, a new venture for the 2026 regulations, currently supplies Red Bull Racing and its sister team, Racing Bulls.
Looking ahead to the next regulatory cycle, the landscape is set to evolve further. Audi is slated to enter as a bona fide works team in 2026, developing its own power units. Aston Martin is forging a new alliance with Honda, which will supply their power units from 2026. General Motors, under its Cadillac brand, is also preparing to enter as an engine builder in 2029, a move that aligns with the potential V8 switch given their known interest in such a configuration. Mercedes has also indicated a strategic desire to reduce its number of customer teams from three to two by 2031, reflecting the significant resource allocation required for engine development and supply.
Ben Sulayem has stated that some manufacturers have already expressed a willingness to embrace the FIA’s vision for the future power unit regulations. However, until the precise specifications for the 2031 power units are formally defined and documented, current and prospective manufacturers remain in a holding pattern, unable to commit fully to preparation. McLaren CEO Zak Brown, while open to innovation, expressed a pragmatic view at the Monaco Grand Prix: "Anytime a new regulation comes out, we’ll take a look and see if it’s something technically that’s interesting. Is it something fiscally that makes sense? I think we’ll go through that process when that happens." It is understood that while McLaren would evaluate such an opportunity, the team is not inclined to embark on the creation of a costly, in-house power unit operation, as Red Bull has done with its Powertrains facility.
The progression of discussions regarding the 2031 power unit regulations has faced delays, largely due to the FIA’s ongoing commitment to managing the current regulatory cycle. Recent weeks have seen the governing body’s resources heavily occupied with critical tasks such as Red Bull’s ADUO review (an administrative audit) and the fine-tuning of regulations scheduled for the 2027 and 2028 seasons.
The current Concorde Agreement, which governs the commercial and sporting aspects of Formula 1, and the existing power unit agreements are set to expire at the end of the 2030 season. This timeline grants the FIA the unilateral authority to impose a new power unit formula, including a potential ban on customer power units, from 2031 onwards without requiring the consent of the Power Unit Manufacturers (PUMs). However, such a dictatorial approach carries substantial risks, potentially alienating and driving away the very Original Equipment Manufacturers (OEMs) that Formula 1 has worked diligently to attract in recent years. Consequently, the FIA is likely to pursue a path of broader consensus among stakeholders.
Should a "supermajority" be achieved among the current six PUMs—comprising the five existing engine builders (Mercedes, Ferrari, Renault, Red Bull Ford, Honda, with Audi entering 2026) and General Motors (Cadillac)—the transition to V8 power units could even be fast-tracked to the 2030 season. Ben Sulayem alluded to this possibility in May, stating, "In 2031, the V8, the FIA will have the power to do it, without any votes from the PUMs. That’s the regulations. But we want to bring it one year earlier. I’m positive, they want it to happen."
While most manufacturers are believed to broadly support a return to V8 engines, there are nuances in their preferences. Audi, for instance, is understood to be keen on retaining a turbocharger within any future regulations, a position that currently appears to be unique among the major power unit developers. The ultimate shape of the 2031 power unit regulations will hinge on these intricate negotiations, balancing the FIA’s vision for a more competitive and cost-effective sport with the strategic interests and technological investments of its crucial automotive partners.
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Author Profile
- Jonas Leo is a passionate motorsport journalist and lifelong Formula 1 enthusiast. With a sharp eye for race strategy and driver performance, he brings readers closer to the world of Grand Prix racing through in-depth analysis, breaking news, and exclusive paddock insights. Jonas has covered everything from preseason testing to dramatic title deciders, capturing the emotion and precision that define modern F1. When he’s not tracking lap times or pit stop tactics, he enjoys exploring classic racing archives and writing about the evolution of F1 technology.
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