The debate over F1’s next engine formula continues to roar on, with turbocharging taking centre stage
Audi has insisted that turbocharging must be preserved in Formula 1 (F1) regardless of how the sport chooses to change its power unit regulations.
Speaking to the media at the Monaco Grand Prix, Audi Chief Executive Gernot Dollner said the case for retaining turbo technology is about principle. He argued that efficiency must be the foundation of F1’s technical direction and that turbocharged engines are the strongest way of delivering it.
Efficiency, he said, is central to why Audi is committed to the sport and why it believes the current direction should not be abandoned.
“That’s crystal clear from an Audi perspective,” Dollner said. “We prefer turbo due to the efficiency aspect.”
FIA president Mohammed Ben Sulayem has been pushing for a return to naturally aspirated V8 engines for the next regulatory cycle, expected in either 2030 or 2031.
Sulayem has argued that V8 engines would make Formula 1 lighter, simpler, cheaper and louder. He has also said that sustainable fuels would ensure the sport stays on track with its environmental commitments.
Audi has no objection to V8 engines, but says it will not support a decision to remove turbocharging.
What does Audi want?
Audi’s concept for the next generation of F1 engines focuses on a V8 twin turbo layout rather than a naturally aspirated configuration.
The design uses a hot V layout with a V8 twin turbo configuration, placing the turbochargers inside the engine’s cylinder banks. The setup also includes a hybrid system contributing around 30% of total output.
The idea is to evolve the current turbo hybrid concept, keeping forced induction as a core part of the package while adjusting the balance between combustion and electric assistance.
Audi’s approach differs from the direction being explored by the FIA, which would move towards a simpler V8 formula with reduced hybrid complexity and no turbocharging.
Engine headache continues
Formula 1’s engine debate has already been one of the main talking points of the current season, starring in discussions around performance, electrification and racing quality.
In May, F1 and the FIA agreed in principle to adjust the 2027 power unit rules before they had even taken full effect, reducing the originally planned 50-50 split between internal combustion and electric power.
Under the revised direction, the ICE carries more of the performance load, moving towards a 60-40 split in its favour. The change also includes an increase in combustion output of around 50kW, as well as a reduction in electric deployment of a similar amount through the energy recovery system.
The aim is to soften some of the more extreme characteristics expected from the 2026 rules, where heavy reliance on electrical energy has raised concerns inside the paddock.
Early races this season have highlighted those issues in practice, with drivers reporting long lift-and-coast phases and noticeable speed fluctuations as energy is managed across a lap rather than fully deployed.
F1 attempted to address some of these concerns with the so-called “Miami package”, introducing software changes designed to smooth energy usage and reduce the most severe performance drops.
However, the tension has stayed the same, with critics arguing the direction risks turning races into an energy management exercise rather than a pure performance contest.
Three-time champion Max Verstappen has been one of the most vocal critics, warning that the concept risks becoming a “battery world championship”.
Following the season opener in Australia, Formula 1 recorded 120 overtakes during the race, compared to 45 in the same event the previous year.
Despite this added action appealing to newer audiences attracted to the sport through Drive to Survive and the recent F1 movie, long-time fans have said it takes away from drivers’ skills.
