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Cadillac F1 and Ford Racing’s first Formula One race together on US soil wasn’t the only big news at last weekend’s Miami Grand Prix. In a bombshell announcement, F1’s governing body announced that it wants to ditch electrification to get its thundering V-8 voice back.
That’s music to the ears of its new Motown competitors.
“It's coming. At the end of the day, it's a matter of time,” Mohammed Ben Sulayem, president of the International Automobile Federation (FIA), told Reuters on Sunday. "In 2031, the V-8, the FIA will have the power to do it. That's the regulations. But we want to bring it one year earlier, which everyone now is asking for.”
Ben Sulayem’s announcement - reiterated in a media roundtable post-race — came in the wake of another 2026 Grand Prix weekend mired in controversy as drivers, teams and fans rebelled against its new 50-50 battery-gas hybrid power unit (F1-speak for powertrain).
With battery regeneration requiring a lift-and-coast driving style around high-speed circuits like the Miami International Autodrome, drivers mocked the system as an expensive version of Nintendo’s Mario Kart video game. The complex 350-kW electric unit with a small, 1.6-liter turbo-V-6 engine has also caused safety concerns.
The hybrid system is the ultimate result of two decades of development as F1’s automaker partners urged the sport to go electric to dovetail with government regulations forcing the electrification of passenger cars.
But batteries’ inherent negative of weight and energy storage — combined with resistance from customers in F1’s biggest markets, the United States and Europe — have soured the FIA on the idea.
"It is true the political landscape has changed and back when we discussed the current regulations, the automotive companies who were very involved told us that they're never going to make another (new) internal combustion engine again," FIA single-seater technical director Nikolas Tombazis told Autosport last week. "They were going to phase out and . . . going to be fully electrical. Obviously, this hasn't happened.”
Like other manufacturers, General Motors Co. and Ford Motor Co. were attracted to F1 in part by the chance to gain technical experience for their planned electrified product portfolios.
But V-8 engines have defined Cadillac and Ford performance for decades and the FIA’s pivot to V-8s is in their wheelhouse. Indeed, GM’s Performance Power Units division has been developing a V8-powered option (along with a V-6 hybrid) for its own F1 power unit due in 2029 (it is using a Ferrari power unit until then).
“It's great to see the FIA and Formula One already talking about what is the next set of regulations,” Ford Racing Chief Mark Rushbrook told The Detroit News in Miami. “We are a stakeholder in the sport (and) we'll share our point of view. But certainly, as a company that makes a lot of naturally aspirated V-8s, we would love to see a V-8 here.”
Added GM President Mark Reuss: “I love V-8s and ... the way they sound. But we're very respectful — as one of the newer teams — of the investment that was made in the V-6 hybrids. So, if Formula One and FIA and the teams say that we're going to (go V-8), we'll be ready.”
The Detroit automakers have company with Mercedes, another brand with rich V-8 history. "We are open to new engine regulations," Mercedes-AMG team boss Toto Wolff said about the potential shift. "We love V-8s. That has only great memories and, from our perspective, it's a pure Mercedes engine.”
Significantly, FIA President Ben Sulayem said the V-8 would be powered by synthetic fuel — suggesting fuel, not batteries, is the most viable way to meet F1’s net-zero goals.
“With all due respect, electrification is not the only solution,” said Ben Sulayem. Synfuel opens the door to bigger, cheaper engines that fans adore.
The hybrid era reaches back to 2013, when F1 made a major rule change that shelved shrieking V-8 engines that — to many — were the summit of a motorsport created in 1950. But with governments predicting climate catastrophe without an end to fossil-fuel consumption, F1 followed its corporate partners towards an electrified powertrain.
“We now have this engine, which is a 1.6-liter, and it did what it had to do,” said Ben Sulayem. “But I think it’s the 14th year and we still have it, you know?”
The hybrid controversy comes at an inopportune time for a sport that’s popularity has exploded in recent years after the hit Netflix series “Drive to Survive.” A new wave of young fans has flocked to the sport — particularly in the coveted U.S. market, which has expanded to three Grand Prix, including Miami.
F1 can’t afford a threat to growth. Superstar drivers like Max Verstappen of Oracle Red Bull (Ford’s partner) and reigning world champion Lando Norris of McLaren have been outspoken critics of the 50-50 hybrid.
“I believe that, for the sake of the sustainability of the business — the cost, the efficiency, the lighter weight, the sound for the fans — I think (the V-8) ticks many boxes,” said the FIA chief. “The (hybrid) was the future, but now it’s not. . . . It is such a complicated engine, and a very expensive engine for R&D, and also for the sale of an engine (to a customer team). But if you make it simple, others can afford it.”
While endorsing the return to a “real racing engine,” Mercedes’ Wolff emphasized that the engine should still be a mild hybrid “to give it enough energy from the battery side to not lose connection to the real world.” Mercedes has invested billions in electrified production models.
Ben Sulayem advocated for a V-8 powertrain that would still be partly hybrid — perhaps a 10-20% split with a V-8. Not unlike hybrid V-8s run by, for example, Cadillac and Porsche hypercars in the World Endurance Championship — F1’s sportscar peer.
“First of all, you have to get the power,” said the FIA chief. “So you’re talking about between 2.6-to-3.0 liters (V-8 engine. You will get to 880 horsepower, but then (the gas engine) will be about 650 horsepower. You hear about it very soon and it will be with a very, very minor electrification.”
The FIA plan would arrive in 2030 (on course with GM’s engine development) if a majority of F1’s manufacturers vote to approve it. Ben Sulayem is confident: “We’re talking about easier to build, cheaper, and reliable units … really, it is a no-brainer.”
In the meantime, hybrids will be an issue. “It's not to the level that Formula One should be at,” Norris told reporters after Sunday’s race. “I don't think you can fix that . . . until you get rid of the battery. So, hopefully, in a few years that's the case.”
Henry Payne is auto critic for The Detroit News. Find him at [email protected] or @HenryEPayne.
This article originally appeared on The Detroit News: F1 announces return to V-8 engines. How it impacts Cadillac F1, Ford
Continue reading...
That’s music to the ears of its new Motown competitors.
“It's coming. At the end of the day, it's a matter of time,” Mohammed Ben Sulayem, president of the International Automobile Federation (FIA), told Reuters on Sunday. "In 2031, the V-8, the FIA will have the power to do it. That's the regulations. But we want to bring it one year earlier, which everyone now is asking for.”
Ben Sulayem’s announcement - reiterated in a media roundtable post-race — came in the wake of another 2026 Grand Prix weekend mired in controversy as drivers, teams and fans rebelled against its new 50-50 battery-gas hybrid power unit (F1-speak for powertrain).
With battery regeneration requiring a lift-and-coast driving style around high-speed circuits like the Miami International Autodrome, drivers mocked the system as an expensive version of Nintendo’s Mario Kart video game. The complex 350-kW electric unit with a small, 1.6-liter turbo-V-6 engine has also caused safety concerns.
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The hybrid system is the ultimate result of two decades of development as F1’s automaker partners urged the sport to go electric to dovetail with government regulations forcing the electrification of passenger cars.
But batteries’ inherent negative of weight and energy storage — combined with resistance from customers in F1’s biggest markets, the United States and Europe — have soured the FIA on the idea.
"It is true the political landscape has changed and back when we discussed the current regulations, the automotive companies who were very involved told us that they're never going to make another (new) internal combustion engine again," FIA single-seater technical director Nikolas Tombazis told Autosport last week. "They were going to phase out and . . . going to be fully electrical. Obviously, this hasn't happened.”
Like other manufacturers, General Motors Co. and Ford Motor Co. were attracted to F1 in part by the chance to gain technical experience for their planned electrified product portfolios.
But V-8 engines have defined Cadillac and Ford performance for decades and the FIA’s pivot to V-8s is in their wheelhouse. Indeed, GM’s Performance Power Units division has been developing a V8-powered option (along with a V-6 hybrid) for its own F1 power unit due in 2029 (it is using a Ferrari power unit until then).
“It's great to see the FIA and Formula One already talking about what is the next set of regulations,” Ford Racing Chief Mark Rushbrook told The Detroit News in Miami. “We are a stakeholder in the sport (and) we'll share our point of view. But certainly, as a company that makes a lot of naturally aspirated V-8s, we would love to see a V-8 here.”
Added GM President Mark Reuss: “I love V-8s and ... the way they sound. But we're very respectful — as one of the newer teams — of the investment that was made in the V-6 hybrids. So, if Formula One and FIA and the teams say that we're going to (go V-8), we'll be ready.”
The Detroit automakers have company with Mercedes, another brand with rich V-8 history. "We are open to new engine regulations," Mercedes-AMG team boss Toto Wolff said about the potential shift. "We love V-8s. That has only great memories and, from our perspective, it's a pure Mercedes engine.”
You must be registered for see images attach
Significantly, FIA President Ben Sulayem said the V-8 would be powered by synthetic fuel — suggesting fuel, not batteries, is the most viable way to meet F1’s net-zero goals.
“With all due respect, electrification is not the only solution,” said Ben Sulayem. Synfuel opens the door to bigger, cheaper engines that fans adore.
The hybrid era reaches back to 2013, when F1 made a major rule change that shelved shrieking V-8 engines that — to many — were the summit of a motorsport created in 1950. But with governments predicting climate catastrophe without an end to fossil-fuel consumption, F1 followed its corporate partners towards an electrified powertrain.
“We now have this engine, which is a 1.6-liter, and it did what it had to do,” said Ben Sulayem. “But I think it’s the 14th year and we still have it, you know?”
The hybrid controversy comes at an inopportune time for a sport that’s popularity has exploded in recent years after the hit Netflix series “Drive to Survive.” A new wave of young fans has flocked to the sport — particularly in the coveted U.S. market, which has expanded to three Grand Prix, including Miami.
F1 can’t afford a threat to growth. Superstar drivers like Max Verstappen of Oracle Red Bull (Ford’s partner) and reigning world champion Lando Norris of McLaren have been outspoken critics of the 50-50 hybrid.
“I believe that, for the sake of the sustainability of the business — the cost, the efficiency, the lighter weight, the sound for the fans — I think (the V-8) ticks many boxes,” said the FIA chief. “The (hybrid) was the future, but now it’s not. . . . It is such a complicated engine, and a very expensive engine for R&D, and also for the sale of an engine (to a customer team). But if you make it simple, others can afford it.”
While endorsing the return to a “real racing engine,” Mercedes’ Wolff emphasized that the engine should still be a mild hybrid “to give it enough energy from the battery side to not lose connection to the real world.” Mercedes has invested billions in electrified production models.
Ben Sulayem advocated for a V-8 powertrain that would still be partly hybrid — perhaps a 10-20% split with a V-8. Not unlike hybrid V-8s run by, for example, Cadillac and Porsche hypercars in the World Endurance Championship — F1’s sportscar peer.
You must be registered for see images attach
“First of all, you have to get the power,” said the FIA chief. “So you’re talking about between 2.6-to-3.0 liters (V-8 engine. You will get to 880 horsepower, but then (the gas engine) will be about 650 horsepower. You hear about it very soon and it will be with a very, very minor electrification.”
The FIA plan would arrive in 2030 (on course with GM’s engine development) if a majority of F1’s manufacturers vote to approve it. Ben Sulayem is confident: “We’re talking about easier to build, cheaper, and reliable units … really, it is a no-brainer.”
In the meantime, hybrids will be an issue. “It's not to the level that Formula One should be at,” Norris told reporters after Sunday’s race. “I don't think you can fix that . . . until you get rid of the battery. So, hopefully, in a few years that's the case.”
Henry Payne is auto critic for The Detroit News. Find him at [email protected] or @HenryEPayne.
This article originally appeared on The Detroit News: F1 announces return to V-8 engines. How it impacts Cadillac F1, Ford
Continue reading...
