Lando Norris has made clear his preference for a radical shake-up of Formula 1’s technical regulations, calling for the return of naturally-aspirated V10 engines. The McLaren driver believes the current hybrid power units lack the visceral appeal that once defined grand prix racing, arguing that the sport has lost a crucial element of its identity since the introduction of turbocharged V6 engines in 2014.
McLaren driver advocates for naturally-aspirated return
When asked by Autosport what he would change about Formula 1 if given the opportunity, Norris did not hesitate. “I would just bring back the V10s,” the British driver stated emphatically. “That’s probably the biggest thing. V10s.” His comments highlight a sentiment shared by many fans and drivers who remember the era when screaming ten-cylinder engines dominated the grid, producing sound levels that could be heard from miles away from the circuit.
Norris explained his reasoning goes beyond simple nostalgia. “I’m someone who’s into sound, someone who’s into the smell of old cars,” he said. The sensory experience of attending a race has fundamentally changed since the sport transitioned to hybrid technology, with the 1.6-litre turbocharged V6 engines producing significantly less volume than their predecessors. While the current power units are engineering marvels, generating over 1000 horsepower through a combination of internal combustion and electrical energy recovery systems, they lack the raw acoustic drama that once characterised grand prix racing.
The McLaren driver pointed to occasional historic demonstrations as proof of what the sport has lost. “When those old cars come out in action – there are a few circuits per year where that still happens, where they still drive them – everyone immediately knows about it,” Norris observed. “It just gives you a better feeling, you used to feel: ‘You’re just at an F1 race’. That’s not the case anymore.”
The evolution of Formula 1 power units
Formula 1’s engine regulations have undergone dramatic transformations throughout the championship’s history. The sport has witnessed some truly experimental approaches to power unit design, not all of which proved successful. During the 1960s, BRM developed an ambitious H16 engine, essentially two flat-eight engines stacked together. The configuration proved complex and unreliable, failing to deliver the expected performance despite its theoretical advantages.
In 1990, the Life team attempted to build their own W12 engine, which arranged twelve cylinders in a W configuration. The project proved disastrous. The power unit was so heavy and produced so little power that the car never managed to qualify beyond pre-qualifying, one of the most spectacular failures in Formula 1 history. These experiments eventually gave way to more standardised regulations as the sport matured.
The beloved V10 era, which Norris references, ran from 1989 through 2005. These engines represented the pinnacle of naturally-aspirated technology, eventually producing over 900 horsepower while screaming to rev limits exceeding 19,000 rpm. The sound was distinctive and overwhelming, creating an atmosphere at circuits that newer fans have never experienced. Manufacturers like Ferrari, Mercedes, BMW, and Renault invested heavily in V10 development, pushing the boundaries of materials science and combustion efficiency.
The transition to hybrid technology
Following the V10 era, Formula 1 introduced V8 engines in 2006, which remained the standard through 2013. While slightly quieter than their ten-cylinder predecessors, the V8s still produced the characteristic high-pitched wail that many associate with grand prix racing. Teams adapted quickly to the new regulations, and the engines proved reliable while still delivering impressive performance.
The seismic shift came in 2014 when Formula 1 introduced the current hybrid power unit regulations. The 1.6-litre turbocharged V6 engines, combined with sophisticated energy recovery systems, represented a fundamental change in philosophy. The sport’s governing body promoted these regulations as environmentally progressive and technologically relevant, arguing that hybrid technology aligned Formula 1 with the automotive industry’s direction.
The current power units are extraordinarily complex, featuring two energy recovery systems: the MGU-K (Motor Generator Unit-Kinetic) which harvests energy under braking, and the MGU-H (Motor Generator Unit-Heat) which recovers energy from exhaust gases. These systems contribute approximately 160 horsepower to the overall power output, working in conjunction with the internal combustion engine to deliver performance levels that exceed the V10 era while consuming significantly less fuel.
The debate between performance and spectacle
Norris’s comments reflect an ongoing tension within Formula 1 between technical advancement and entertainment value. While the current hybrid power units are more powerful and efficient than any previous Formula 1 engine, critics argue they have removed an essential element of the sport’s appeal. The reduced volume levels mean spectators at circuits no longer experience the same sensory assault, and television broadcasts struggle to convey the speed and drama of modern racing.
McLaren currently competes with Mercedes power units in their MCL39 chassis, benefiting from one of the most reliable and powerful hybrid systems on the grid. Despite this competitive advantage, Norris appears willing to sacrifice the technical sophistication for the emotional impact of naturally-aspirated engines. His perspective carries weight as someone who never raced in the V10 era professionally, having entered Formula 1 in 2019, well into the hybrid period.
The financial implications of any regulatory change would be substantial. Engine manufacturers have invested billions in developing current hybrid technology, and the existing regulations are set to continue with modifications through 2025, with new power unit regulations scheduled for 2026. These upcoming regulations will increase electrical power contribution and introduce sustainable fuels, moving even further from the naturally-aspirated philosophy Norris advocates.
Looking ahead to future regulations
The likelihood of V10 engines returning to Formula 1 remains extremely low despite the romantic appeal. The sport’s commercial stakeholders, manufacturers, and governing bodies have committed to maintaining hybrid technology as central to Formula 1’s identity. The 2026 power unit regulations will eliminate the MGU-H system while increasing the MGU-K’s power contribution, creating a more balanced split between electrical and combustion power.
Environmental considerations now play a significant role in Formula 1’s technical direction. The championship has pledged to achieve net-zero carbon emissions by 2030, making a return to fuel-thirsty naturally-aspirated engines politically and commercially impossible. The hybrid era, despite its detractors, has positioned Formula 1 as a testing ground for technologies applicable to road cars, strengthening manufacturer involvement and justifying participation to corporate boards.
Norris’s comments will resonate with fans who attended races during the V10 era and newer supporters who have discovered historic footage online. The debate between technological progress and traditional spectacle continues to define discussions about Formula 1’s future, with passionate arguments on both sides. While the British driver’s wish for returning V10s will almost certainly remain unfulfilled, his willingness to voice the sentiment demonstrates that even drivers benefiting from current technology recognise what has been lost in the transition to hybrid power.
