The fundamental framework of the proposal for the new engine’s architecture is said to be basically acceptable to all the manufacturers.

However, the details around the fundamentals of how the rules operate will need discussion.

The document outlines two possible ways forward for the new rule set.

One is aimed at minimising necessary adaptation – for example, a 2.1-litre V8 could be produced by simply adding two cylinders to the current 1.6-litre blocks and reducing the size of the turbo and MGU-K (hybrid motor).

The other, more controversial, is to have an external manufacturer design and supply a baseline power-unit with a high degree of standardisation, on to which manufacturers could add a degree of customisation.

However, insiders says the manufacturers are all aligned on wanting to design and build their own power-units and for engines to remain a performance differentiator.

The companies who currently supply engines to F1 teams are Mercedes, Ferrari, Audi, Honda and Red Bull. Cadillac, which entered F1 this year with its own team, is planning to produce an engine to the new rules.

There are two further arguments to steer away from the standardisation route:

The first is that the reasons for it – to safeguard against manufacturers leaving the sport – is irrelevant as all six will be committed under the new rule set.

The second is that the standardisation of electronics control units this season has led to a series of problems, such as at the start of the Bahrain Grand Prix in Malaysia when cars were restricted to not much more than walking pace because of a software bug.

The document outlines a proposal to cut the engine budget cap by 50% from the current level of $190m (£143m) per year.

However, this is considered a starting point for discussions, while there are also concerns about providing a suitable glide path down to the new number to enable teams to manage the impact on workforces.

Discussions around the budget cap also involve the need to balance ongoing development of the existing engines with design and construction of the new ones.

That topic is interlinked with whether the new rules will come into force in 2030 or 2031.

The existing contracts in F1 bind the FIA, teams and commercial rights holder together only until 2030.

Ben Sulayem has previously threatened to introduce his own rules unilaterally in 2031.

That threat appears to have receded and the process has been marked by a spirit of co-operation, which is expected to continue.

An FIA spokesperson declined to comment on or discuss the document, pointing instead to an Instagram post published on Ben Sulayem’s account outlining the aims and objectives of of the new rules. It makes no mention of turbos or hybrid technology.

The aim is for discussions over the next weeks to lead to a proposal that can be put to F1’s legislative body, the FIA world council, in December.





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