– When the media gathered in the Red Bull hospitality during the first week of winter testing in Bahrain, most colleagues wondered how Max Verstappen would react to the new regulations. After all, the Dutchman had already warned against this engine formula in the summer of 2023, openly stating that, from his point of view, it was heading in the wrong direction.
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In the Middle East, Verstappen did not mince words, using characterizations such as “Formula E on steroids” and “anti-racing.” He voiced similar criticism in Australia and China, after which, however, the approach changed. Following some encouragement from “higher up,” the message now is that it is more constructive to discuss the main problems behind the scenes.
These discussions are taking place not only with the FIA but also with Formula 1 boss Stefano Domenicali, as he explained in an exclusive interview with Autosport.
“You know me, I respect Max very much. I talk to him a lot, and of course, he is very opinionated in this regard,” he said. “But I think he will understand that there is a bigger overall picture. Certain things I may or may not like, or I like them more or less, but in a way, everyone has to understand that there are certain reasons [behind them].”
These reasons go back to how the current regulations came about. When discussions began five years ago, the automotive industry seemed to be massively committed to electrification. Formula 1 felt compelled to move in a similar direction, also to attract Audi and Honda.
Since then, the picture has changed in several respects. Firstly, the push for pure electrification has somewhat subsided. European Union regulations have changed, and Ford stated that it had revised its earlier decision to cease production of pure internal combustion engine road cars.
Furthermore, it has once again become clear that manufacturers can change their commercial strategy – including Formula 1 participation – from one moment to the next, depending on external factors.
“Look at what they did at Renault,” Domenicali rightly emphasizes. “Renault was at the table when this type of engine was decided. And then they made the decision to leave.”
“That’s what I’m saying. We must not get into a situation where the market crisis can lead to the manufacturer having to make difficult decisions to prioritize other initiatives. That’s why we have to protect ourselves from that.”
A different direction for the next regulations?
This means that the next regulatory cycle will likely look different. Personally, Domenicali expects less emphasis on electrification and more on sustainable fuels and the internal combustion engine.
“I personally definitely see – even if it is, of course, up to the FIA to propose it – a kind of sustainable fuel at the center of the future, with a different weighting of what electrification could be in the future, along with a strong internal combustion engine.”
Where Domenicali speaks of a “different weighting,” the mood in the paddock seems to be moving in the same direction – potentially even towards a return to the V8 with a smaller electrical component. It is a formula that Ford, among others – as Mark Rushbrook said last year – could live with.
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The desire for such a change seems greater than a few years ago, both in the automotive industry and in the Formula 1 paddock. It is no coincidence that Domenicali added that the FIA and Formula 1 must work with a framework that is not entirely dependent on manufacturers.
“Manufacturers are a vital part of what we do. We must thank them every day and every night, because without them it would be impossible,” Domenicali emphasizes.
“But we must no longer be in a corner where manufacturers can dictate the pace of the sport. This is a learned lesson that, in my opinion, will allow us, together with the FIA as regulator, to find the right package that allows both worlds to exist, to coexist – because we undoubtedly want the manufacturers to be involved.”
The interim years are crucial for Verstappen’s decision
Should the future indeed move more strongly towards the internal combustion engine with sustainable fuels, two things are clear for Verstappen’s Formula 1 perspective.
Firstly: He will have to bite the bullet this year, as the product – even after the adjustments before the Miami Grand Prix – will not fully meet his preferences. And secondly: The long-term picture aligns more closely with what he would like to see.
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He reiterated the latter this week during a Viaplay event in Amsterdam, where he stated that a V8 or V10 would be his preference for the next cycle. The V10 option seems – although Mohammed Ben Sulayem strongly advocated for it last year – too ambitious, but a V8 might not be so far-fetched.
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Against this backdrop, two questions remain open regarding the future of Verstappen and Formula 1 as a whole. Firstly: If the next cycle takes a different direction, when will it be introduced? And secondly: Can a compromise be found for the interim years that the most vocal drivers can live with?
As for the first question, it’s a balancing act between various factors. Formally, the current cycle runs until 2030, meaning a new engine regulation would come into effect in 2031.
With a super-majority, this could theoretically be brought forward. However, this must be weighed against the enormous investments that teams and manufacturers have made in the current rules, as well as their depreciation.
Precisely because these are such big issues, Domenicali explains that, from his point of view, a path must be chosen this year.
“We must not lose too much time, because time passes so quickly. We must be robust enough not to be pushed into a corner; we must decide as soon as possible,” the Formula 1 boss clarifies.
Will anything change for 2027?
As for the second question – what can be done in the interim years – Verstappen places his hopes on “bigger changes” towards 2027. When the constructive talks with Domenicali in Amsterdam were brought up, the Red Bull driver described it as positive that these talks are now taking place, but emphasized that more still needs to happen.
“We have definitely spoken, and that is already progress. But the problem is that while you can adjust these regulations somewhat, fundamentally something is wrong. Not everyone will admit that publicly, but it’s simply the case.”
“Some people, of course, see an advantage in it right now and try to exploit it. That’s completely logical, I have no problem with that. But I love real Formula 1, and right now, in many respects, that’s not the case.”
Verstappen added that he wasn’t just saying this for himself. “I’m trying to improve it. Even if I stop in two or three years, it’s still for the future. For other drivers, I hope it remains a proper sport.”
There are also calls in the paddock to make the internal combustion engine somewhat more prominent in 2027. This could theoretically be achieved in several ways, for example, by looking at fuel flow.
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In Verstappen’s eyes, this would still not be ideal, as a solution that satisfies him is only possible in the next cycle, but it could at least alleviate the pain in certain areas.
The overall picture means that from Verstappen’s perspective, 2026 might no longer be salvageable, but the long-term outlook, for example towards 2030, could actually be quite attractive.
The question remains whether he is willing to stay that long – and only the four-time world champion can answer that himself.
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It depends on his private life, as he already said he doesn’t want to continue into his 40s, and on the interim solutions that Formula 1 can find for the coming years. And these are precisely the topics that will be discussed once the Miami adjustments are finalized.
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