This year’s new engines, with a nominal 50-50 split between internal combustion and electrical power, have been criticised by drivers for reducing their ability to drive on the limit.
This is caused by the need to constantly recharge the batteries, which is reducing the challenge of fast corners by turning them into what two-time champion Fernando Alonso has called “charging stations”.
But Domenicali said: “There is a lot of action on the track. People are loving it. They are focused on what is happening on the track.
“They don’t understand our technology, division of ‘clipping’, or whatever it is, because it’s too technical for the wider base that we have. Therefore, the effect on the track has been widely super positive about the fans.”
He acknowledged steps taken to reduce the effect of energy recovery on driving over the next two seasons as “the right thing for the sport”.
And he admitted he had asked drivers to be “constructive” in their comments after outspoken remarks from Max Verstappen, Lando Norris and others.
“We are not here to put tape on the mouth of anyone,” Domenicali said. “The beauty of motorsport is that everyone can have an opinion, but the opinion is an opinion. I prefer to discuss things in that respect in four walls to find solutions.”
The new engines have presented an opportunity for Mohammed Ben Sulayem, the president of F1’s governing body the FIA, to push his plan for a return to naturally aspirated V8 engines for the next set of engine rules in 2030 or 2031.
Ben Sulayem has threatened to impose his wishes unilaterally for 2031, because at that point the FIA is free to do what it likes as the teams’ contracts all expire in 2030.
But Domenicali said the sport was on track to have an outline plan for the next engine rules by the end of this year.
“The main target of the future regulation is to keep things as simple as possible, to bring F1 to a lighter class [of car weight], with a sustainable fuel, with, of course, electrification, and around this give the chance to the drivers, above all, in a certain mode, to push as hard as they can,” he said.
“I do believe that within the end of this year, we’re going to be in a position to have a package ready to be discussed.
“Because there are two options.
“If we wait for the end of the cycle to be finished, in 2031, there’s nothing that prevents the FIA to present a totally different regulation. And, of course, if the teams want to be part of it, they can, otherwise, no. I’m exaggerating, but you understand the principle.
“If there is a consensus on what we are doing, to anticipate it, there is the need to find the governance in place with the teams, with the manufacturers.
“There are a lot of good talks going ahead now. There is a lot of, as you can imagine, different angles that everyone is pushing for different reasons, but within the end of the year, we’re going to be in a position to have the right package for the future.”
Most of the engine manufacturers are open to the idea of a V8 architecture, but both Mercedes and Audi want turbochargers to remain and talks are said to be moving in that direction.
It is also expected that the engines will retain a relatively significant proportion of electrical power to ensure they are road-relevant.
