​Audi’s approach to F1’s future engine regulations centers on preserving high efficiency, according to Mattia Binotto, the Audi F1 chief. As Formula 1 and the FIA map out the rules for 2031, there is broad agreement among the six power-unit manufacturers on moving toward engines that are cheaper and simpler, with a reduced electric component and powered by advanced sustainable fuels. Yet the exact details are still to be hammered out, and Audi has made clear it would like turbocharging to remain part of the new formula.
Audi’s broader corporate strategy already embraces turbocharging in a large portion of its road cars, and the company’s recent Nuvolari concept car, featuring a twin-turbo V8, offered a glimpse of its vision for F1’s future power unit. In an exclusive interview with Motorsport.com, Binotto underscored that efficiency remains a core objective for the German brand. “Audi has always supported the importance of efficiency,” he said. “The technology that enables highly efficient engines is the same one that is then applied to road cars. When we talk about efficiency, we’re addressing fuel consumption, emissions, and the transfer of technology between motorsport and series production.”
The key challenge, according to Binotto, is to design an F1 engine that maintains very high efficiency while also becoming less complex, lighter, and more affordable. This balance—keeping efficiency intact while simplifying the package—will be the central task as the sport seeks a sustainable path forward.
Behind the scenes, FIA president Mohammed Ben Sulayem is pushing to push forward the new power-unit regulations to 2030 and even floated the possibility of offering an off-the-shelf, white-label power unit to independent teams to address concerns about team autonomy. A Cosworth-like, readily available option would give F1 and the FIA more leverage in dealing with the unpredictable demands of the car industry, which contributed to a complex engine formula for 2026 that has faced a challenging start. The FIA could, in principle, impose the new power-unit rules unilaterally from 2031, including a ban on customer teams, but such a move would risk alienating and driving away OEMs the series has sought to attract in recent years. Therefore, a broader consensus remains the likeliest path forward.
From Audi’s perspective, Binotto remains hopeful that a solution can be found that goes beyond mere compromise. He stressed that the FIA, as the regulatory authority, should lead the discussion. “Formula 1 needs the manufacturers, just as the manufacturers need Formula 1,” he said. The ultimate objective, as with past regulation cycles, is to arrive at a resolution that serves the best interests of all parties involved, including the sport’s ongoing pursuit of reliability, cost control, and progress in efficiency, while preserving the sport’s core appeal and technological leadership. In the end, the goal is not to settle for a halfway measure but to achieve the most favorable outcome for every stakeholder, aligning innovation with practicality and long-term sustainability.