In general, the manufacturers seem not opposed to the idea of changing the engines, nor to the principle of switching to a V8.
This is important, because Ben Sulayem was outflanked by the manufacturers when he last tried switching to a naturally aspirated engine, a V10, a little over a year ago.
There is also general agreement on the need to reduce costs after the expense of developing the latest engines.
But there is no agreement on exactly what the architecture of the engine will look like.
Mercedes have said they are “open” to discussions, and their F1 boss Toto Wolff said in Miami that they “loved V8s”.
But Wolff also added: “How do we give it enough energy from the battery side to not lose connection to the real world? Because if we swing 100% combustion, we might be looking a bit ridiculous in 2031 or 2030. So we need to consider that, make it simpler and make it a better engine.”
Honda told BBC Sport in a statement a return to V8s “is something we should discuss healthily, the FIA and the stakeholders, while ensuring that it is for the benefit of the fans”.
In his Car and Driver interview, Ben Sulayem mentioned an engine with a capacity of between 2.6 and three litres, with 10% of its total power provided by the electrical elements. Some insiders say that in reality he would prefer 5% or even zero electricity, but knows that won’t fly.
F1 boss Stefano Domenicali is also open to a V8, but at the same time he has spoken enthusiastically about the new style of back-and-forth – or “yo-yo racing” – created by this year’s engines. And that has come about because of the increased electrification. Remove it, and all the levers F1 has to continue this style of racing disappear.
Equally, Mercedes driver George Russell has pointed out that F1 20 years ago – at the time of naturally aspirated engines – “arguably was the purest Formula 1 we’ve ever seen, but the racing was dull”.
In reality, a figure in the region of 30% electrical power is said by some to be more realistic as a compromise.
And should the engine have a turbo? Audi, for one, is said to want that.
Honda said: “Regardless of the turbo or hybrid application or the format of the power-unit, we highly regard F1 as essential technological challenges.”
A turbo engine is not only arguably more road-relevant, but is also more efficient than a naturally aspirated one, which means less fuel, even if turbos and their associated architecture are heavy and complicated. It’s also less loud.
While initial discussions are taking place on this, the real conversations can only start when the FIA puts forward a blueprint for a proposal.
But given the time it usually takes to prepare for new engine rules – the current ones were started in 2020-21, for example – that needs to happen quite soon.
