Electrified Formula 1 goes to Shanghai: when will Chinese manufacturers arrive?

The old V8s make way for 1.6-litre turbocharged V6 engines, supported by an energy recovery system (ERS) consisting of two units: the MGU-K (which recovers energy under braking) and the MGU-H (which recovers thermal energy from the exhaust gases). It is precisely at this historic stage of transition to electrification that the FIA homologates Formula E.

Born in 2014 from a proposal (presented in 2011) by former FIA president Jean Todt, Formula E is the first championship in the world exclusively reserved for single-seaters powered by 100% electric engines. Unlike F1, which uses hybrid engines and races on traditional circuits, Formula E acts as a true 'laboratory' for zero-emission mobility, taking the races directly to the city circuits of the largest global metropolises, officially obtaining FIA World Championship status from the 2020-2021 season.

With the 2026 regulations, Formula 1 comes closer to Formula E in many respects: the electric component rises to 50 per cent of the total power, the MGU-H is dispensed with in favour of an upgraded MGU-K, and the new engine boasts great thermal efficiency that halves energy losses. But in such an electrified Formula 1, why are the world leaders still the great absentees?

If on the racetrack the new hybrid era seems to exalt the skills of those who, like Mercedes and Audi, have invested early on in electric motorsport, a glaring paradox emerges when looking at the real car market. European manufacturers dominate the technological laboratory of Formula 1, but struggle to impose themselves in the global transition towards e-mobility.

As Deloitte's Global Automotive Consumer Study shows, physiological resistance related to cost, range and charging infrastructure remains in Western markets. In contrast, the Chinese industry has turned electrification into a lever of global conquest. Driven by tens of billions of dollars in government subsidies, Beijing's manufacturers have not only saturated their huge domestic market, but have launched an unprecedented commercial offensive towards Europe and the rest of the world.

China's competitive advantage lies not only in production volumes, but in nearly total control of the battery supply chain. Building on their structural dominance of lithium-ion cells, the Asian giants are now leading the race towards solid-state batteries, a technology that promises to revolutionise charging times and energy density. In this hyper-competitive scenario, populated by over a hundred active brands, the rise of BYD stands out. The Shenzhen-based giant ended 2025 surpassing 4.6 million vehicles sold globally, including over 2.26 million pure electric cars (BEVs), certifying its definitive overtaking of Tesla in this specific segment.

While Chinese car manufacturers have become undisputed leaders in the global market, their presence remains paradoxically limited in top-level motorsport. Unlike Europe, China has no motor racing tradition: the real breakthrough came only in 2004 when the Shanghai circuit was added to the calendar.

But it was precisely in Formula E that China's true adventure in motorsport began, with the drivers' championship victory of the NEXTEV China Racing team in the competition's first year. A trajectory towards the premier class that sees FIA President Mohammed Ben Sulayem himself charting the course: 'I dream of big countries being present in Formula 1. The United States with General Motors [ed. Cadillac] and the next step will be to welcome a Chinese manufacturer'.

On the other hand, the last few years have already seen the growth of national media and investor attention thanks to the commercial impact of Zhou Guanyu, the first Chinese driver to race in Formula 1. After his debut in Sauber and his role in Ferrari, Zhou is now a reserve driver for the newly-formed American team Cadillac, confirming himself as a key figure for marketing and sponsorship in the Asian continent.

The weekend in Shanghai will be an extreme test of maturity for the fledgling 2026 cars, putting pressure on already crisis-ridden teams such as Cadillac and Aston Martin. The Sprint format, with only one free practice session, allows no margin for error for those already in parts emergency due to frequent breakdowns, especially on the battery front. Adrian Newey's team, fresh from a weekend in Melbourne heavily conditioned by reliability (with Lance Stroll forced to skip even qualifying), will find it difficult to withstand the intensity of the double race.

At Ferrari, however, expectations remain high, especially for Saturday's 100km race. Indeed, the Rossa will be able to count on a traction capacity at the start that, at the moment, seems unrivalled. Whether this will be enough to stem the Mercedes overbearance is still uncertain, but over the short distance the challenge seems decidedly more open than in Sunday's race. The spotlight is also on Lewis Hamilton: the Briton can boast six victories on the Shanghai circuit and it was here, twelve months ago, that he scored his only win of a difficult season, triumphing in the Sprint.