Austin could gain an American companion on the race calendar.

If you're an American and a fan of F1 racing—which, given the location and predilections of the average The Drive reader, you probably are—we've got some news that'll light up your whole week. Formula One might add a second U.S. race to the schedule in the near future to complement the current U.S. Grand Prix, according to racing series head honcho Chase Carey.

Carey, who was appointed CEO by new Formula One owner Liberty Media several months ago, planted the seed of hope in the soul of every American F1 fanatic in a conversation with AutoWeek published last Friday. But unless you live in a city big enough to host a major league sports teams or a casino, don't expect to see F1 in your backyard anytime soon.

"We believe we can add a race in a 'destination city,' as I call it. I'm talking about New York, Miami, Los Angeles, or Las Vegas," he said. "These are cities that are best suited to create a one-week event and attract people from all over the world. The race will remain the center of the event, but overall it will be more than just a Formula 1 weekend."

F1 has managed to transform the annual at Circuit of the Americas into a spectacle beyond the race itself, bringing out the likes of Taylor Swift and Justin Timberlake to perform for the crowds. Nevertheless, the greater Austin area remains a relatively small market; it ranks 35th amongst U.S. metropolitan areas population in terms of population, according to the U.S. Census Bureau, and is more widely known for its hipster culture than its sports or racing heritage.

Should Liberty want to push a second U.S. race in a major city onto the calendar, it would have plenty of locations to choose from. Under Bernie Ecclestone's rule, Formula One repeatedly sought a race in the New York City area, only to have it fall through each time. More recently, Long Beach—which lies just outside of Los Angeles—expressed an interest in trading its annual IndyCar race for an F1 one, even going so far as to retain a consulting firm in its quest.

Officials say it would also help make TV viewing more a 'visceral' experience.

This year has been a building year for Formula 1, and so far, it's worked. More fans are tuning in than in years previous, and a heated competitionfor the Drivers' Title is enough to come back for every race. Now, officials are saying that focus has shifted to further improving the experience, both at the circuit and on television, by introducing a ceramic microphone that amplifies engine noise.

This is in effort to recreate the same shrill of former Formula 1 engines with sound being a major complaint against the hybrid V-6 era. In a report from Reuters, F1 commercial managing director Sean Bratches explained the brand's strategy for bringing that excitement back to the sport.

“One of the things that we want to amplify going forward are the sounds of the sport, because they are viscerally moving to fans and critically important in all the research that we do."

Bratches noted that Australian producer David Hill, a longtime veteran in sports broadcasting, has been involved in this process.

“He’s working with a German concern to develop a ceramic microphone that we can actually adhere to the exhaust pipe to get the true amplification of sound for fans," Bratches said.

By using this equipment, Bratches believes that it will give viewers the sound they want that's been lacking since 2014. Formula 1 owner Liberty Media is a likely proponent of this move given the company's stance toward improving popularity after a dip in ratings during Bernie Ecclestone's final years as commander in chief.

This could, however, be a temporary fix that lasts only a few years. It is expected that Formula 1 will introduce new engine regulations come 2021 that make powerplants cheaper, simpler, and louder. This move has been supported by manufacturers and fans alike in hopes of rekindling that beloved flame from the V-12 and V-10 years of F1.

FIA president Jean Todt noted previously that any step backwards in Formula 1 technology would be an errant move, so expect to hear his two cents once the new regulation cycle is due.

Owners, Liberty Media, are currently debating the move for the future.

It was announced on Tuesday that Formula 1 may be looking to do away with Friday practices in order to squeeze more races into its packed calendar. Ross Brawn, F1's Managing Director of Motorsports and former team principal, said in a statement that owners, Liberty Media, are discussing the possibility of expanding to what is an expected 25-race schedule in the future. By eliminating the early weekend segments, Brawn says that the sport could take an "open mind" approach to finding a format that would better suit the expansion, according to Forbes.

Brawn explained that there are a number of issues to work around in order to satisfy the investments and logistics of teams, broadcasters, and sponsors. With every team but one (Haas) currently being stationed in Europe, the average amount of travel eclipses 100,000 miles over the course of a year. This, Brawn hopes, could be solved by axing Friday events from the schedule.

"If we didn’t have Friday running, we could do more races, because logistically it’s better for the teams. But Friday running is important for the promoters and the broadcasters. How do we find the right solution?"

He reassured that quality will still stand as the most important priority. Formula 1 has greatly bolstered its presence in non-European countries in the last decade, but when an event doesn't meet certain standards, it isn't kept around for the sake of quantity. Brawn then detailed that this will be a major consideration going forward.

“I think on the number of races, quality is the vital thing,” he added. “There’s no point in having more races unless they are quality races – so location, the type of track, the ability to have a great race there is vital.

“The teams have logistical issues the more races we add, of course. One of the things we’re doing is looking at the format of a race weekend, to see if we need to change that to make it logistically easy for them to do more races. So we’ve got a very open mind about how we go forward.”

As it stands, only "four or five" Grand Prix hosts promote races properly, according to F1 commercial chief, Sean Bratches. Brawn states that series officials are now taking pride in collaborating with these local hosts, however, and it has shown in both ratings and attendance.

“One of the things I’m proud of this year is the change in the relationship with the promoters, with the race tracks,” he said. “We’re an organization now that wants to say ‘yes’ when the promoter needs something.

“Here we moved the qualifying back two hours [in Austin] to 4 [p.m.], and [COTA boss] Bobby Epstein told me this morning that he had 20,000 more spectators for qualifying than he’s ever had before."

Rest assured, the Sunday format will stay the same. F1 believes that it has found great success in how race days are planned and executed, so don't be looking for any changes in that regard. Brawn mentioned this by saying that Liberty is "not looking at changing the core event" as Fridays remain the only day in question.

A solid Formula 1 debut for Toro Rosso at Austin has turned LMP1 ace Brendon Hartley into a serious future grand prix racing prospect - but this should come as little surprise given his background, says Adam Cooper.

Things have moved very quickly for Brendon Hartley. Just a couple of weeks ago, he was pondering life after Porsche, and a possible future in IndyCar. Now he has not only made his Grand Prix debut with Toro Rosso, he’s also being lined up for a full season in 2018.

Hartley’s entry into F1 at the age of 27 is a fantastic story for the sport. In recent years it’s been all about youth, with drivers seemingly over the hill if they don’t make it by 22 or 23. For someone to get a chance after diverting into sportscar racing must give hope to many drivers who have seemingly missed the boat.

But should we be surprised that the Kiwi arrived from nowhere and performed so competently? Not really, because his time with Porsche has given him some fantastic experience, just as Sauber-Mercedes did the same for Michael Schumacher back in 1990-’91.

A more rounded driver

In his teens, it was clear Hartley was a considerable talent, good enough to secure Red Bull support that took him all the way to the fringes of F1 as a test and reserve driver.

However, amid a surplus of talent coming through the programme, he fell out of favour, and he was dropped. A brief spell with Mercedes after that, which saw him running in the simulator and on track, led nowhere.

It was the New Zealander's subsequent move to sportscars, initially in a low-key way in LMP2, that was the making of him. Picked up by Porsche for the start of its LMP1 programme in 2014, he’s spent four years racing extremely fast cars that contain even more technology that F1 machinery.

He’s learned about tyres and fuel saving, worked with engineers at a high level, and a major manufacturer. He’s also become a team player, something that comes with the territory in endurance racing.

“There was no bitterness at all,” Hartley said of his departure from Red Bull. “I understood I didn’t do the job. I had a big chance to be in F1 back then, I simply wasn’t ready. I’m a much different driver now. Going through that was good for my career because I learned a lot from it. I realised what I needed to change, I had a great opportunity at Porsche.

“I have been able to grow, I’ve worked with the likes of Mark Webber and my other teammate Timo [Bernhard]. You work as a team and learn a lot from each other. Being a Porsche driver at Le Mans is high pressure, you’re representing Porsche.

“I’ve grown a lot as a driver, I fully accepted back then I wasn’t ready and I didn’t do a job at that very moment for a number of reasons. I also know I’m a lot stronger than I was back then.”

He’s a much better driver than he was when he was dropped by Red Bull, and he’s gone through the growing up process that anyone experiences as they move through their 20s. In other words, he’s now a complete package. And that’s what he was able to sell to Red Bull this time round.

To Hartley's credit, he simply got on the phone to the man who dropped him, Helmut Marko, and told him he’s now ready. Some drivers might have just sat waiting for the phone to ring, but his pro-active approach could be game changing for his career.

The timing proved to be fortunate. Carlos Sainz was going to Renault and Pierre Gasly coming in, but at the same time Daniil Kvyat was out of favour, and there was potentially a seat for 2018. Sebastien Buemi was available for Austin, but not for 2018, and anyway he’s seen at Red Bull as yesterday’s man. So Hartley got the nod.

The only thing he was missing was recent experience of racing single-seaters, and that’s the process that started last weekend, rather handily at a track where he raced and won with Porsche just a few weeks before the US GP. Time in the Red Bull simulator gave him something of a headstart, but there’s no substitute for getting out in the real car.

On the first day, Hartley was hampered by an issue with his helmet: “I came here with a different helmet than what the other guys used in this team, and I had huge lift, which was effectively strangling me… The Bell guys did an awesome job to get the right wings on the helmet, and we also added a little windscreen.”

But, that mishap aside, Hartley's debut weekend went like clockwork. Grid penalties meant that he was always going to start from the back, which took the pressure off in some ways, and also meant that he didn’t run a normal programme over the two days.

“We knew we had a penalty so we were pretty limited on tyres," he said. "Daniil was able to do three runs in Q1. Tyre allocation, we went for the race, because we knew qualifying was over, no matter how I went. It was always going to be tough, I knew that. It’s F1, it should be tough.

“In general I’m happy with how the weekend’s gone, I haven’t been off the track, I’ve improved step-by-step, which is the goal that they asked me to do, they wanted me to take a steady progression and not lose any track time, which is what I’ve done.”

Qualifying learning curve

Inevitably, qualifying was the biggest test Hartley faced: “F1 qualifying, first one, it’s obviously tough, and I’m super underprepared. Dropping the fuel, getting one lap out of the car, there’s a lot to learn with this tyre. It’s super peaky, tyre prep on the out lap is very crucial.

"Daniil had three runs, I had two runs, but I feel I left a little bit on the table from where I was at in FP3. But that’s the learning curve.

“The track temp went up four degrees, what happened to the tyre, that was an unknown for me… I know now what I would do differently, tyre prep, out lap, how to get the tyres in the right temperature across the line. They’re really sensitive.

“For me coming in the first weekend and having no experience on that. I’m relying on the team for help. It’s a big learning process, and if we were to go and do the session again, I’d do it differently. But I think I should be happy with how it’s gone, honestly. Like I say it’s been steep progress all the time.”

Hartley is noted at Porsche for being good both on saving fuel and the tyres. In LMP1, drivers can go can flat out pretty much all day long – but they still have to massage the tyres.

“[We drive] to the grip," he explained. "The thing is you can do the same laptime and destroy the tyre. So when we say we’re driving flat out, that’s something we do testing for. On the long runs I felt pretty good, and comfortable. Definitely to get that peak performance out of one lap on low fuel, when you get on it, that’s definitely the more challenging bit from my side.

"Also here we’re going as fast as we can, but you can one tenth quicker and completely destroy the tyres, having that judgement as a driver, and that feel, is a big part of the game.

“The Pirelli is very, very different from the [Michelin] tyre that I’m used to, especially over one lap, that was the biggest challenge. High speed was a bit of an eye opener initially, F1 cars are incredibly quick at the moment, it tries to rip your neck off.

“That took a bit of getting used to, but to be honest I’m almost there in the high speed. I think the big thing now is to fully understand those tyres, because on temperature and wear there’s a lot of critical factors that you have to manage.”

Hartley admitted that jumping from one car to the other wasn’t easy, and on occasion he hadn’t quite got things right.

"Between the LMP1 car and the F1, they’re equally complicated, but all completely different, completely different processes and buttons," he said. "I feel pretty on top of it.

"There’s been the odd time that I didn’t activate the DRS, which is something I’m not used to. There’s been a couple of really minor mistakes, but I feel I’ve got on top of most of that for the race. It’s probably a helpful thing that I’ve been jumping in and out of so many cars, but the hardest thing to learn on any car is the tyre.

"That’s the biggest part of the driver’s job, to get the most out of that grip, to maximise that, if it’s over one lap, or if it’s over a long run. So understanding those tyres is the biggest challenge.”

He also had to get used to standing starts, and racing wheel to wheel – in sportscars there’s a bit more leeway.

“Standing starts are something I haven’t done for a long time," he admitted. "Unfortunately for me they’ve made the rules harder for the drivers over the last couple of years, in terms of help that the systems can give for starts.

“In terms of going wheel to wheel, like you say in LMP1 I know they’re long races, but we also run toe to toe and race each other pretty hard, that I’m not too worried about.

“The team’s been really positive, what they’re telling me is that they’re really happy with what I’ve been doing. I guess they really respect that I have been thrown in at the deep end, and they’re really happy with the job I’ve done so far. At least that’s what they’ve told me.”

An assured race

The race could hardly gave gone any better. The start wasn’t great, but he made it safely to the flag in 13th place, learning lessons all the while, especially with regard to the tyres.

“It was the first time I’ve put 20 laps on these Pirellis, so it was going into the darkness in terms of what was going to happen," he recalled. "At the end of the last stint I started to understand a bit more, and was pretty happy with the performance."

What impressed many people was the mature and calm approach that Hartley took, as well as his sheer enthusiasm. He seemed to be bubbling with excitement at simply finally taking part in a Grand Prix weekend.

“It’s been really nice coming back to the paddock," he said. "I know a few of the people, I know a few of the drivers, the team has been incredible with me, they’ve welcomed me with open arms, shared everything, and done everything to help me to get up to speed quickly.

"I have a good feeling here, and I’ve got great people around me. I’ve been getting advice from everyone I can. Daniel Ricciardo is a great mate as well, and Mark [Webber]’s got such a lot of experience in F1. Nothing specific, just it’s all about the details, working with the team, and keeping calm.

“Obviously I dreamed of this since my earliest memories. It’s surreal being here, and as soon as I knew it was happening, I made the decision, I didn’t want to come here with pressure and nerves… And anyway, it wouldn’t have been good for me.

"I’ve come here with the attitude I want to enjoy it, I want to make the most of it obviously, but I want to be relaxed. I know I perform better like that, and so far that’s what I’ve done.”

The bottom line is that his new-found maturity helped to carry Hartley through: “I guess as a 27-year-old that’s been a lot easier for me than as a young chap, and that’s something that I feel a lot stronger at than in the past. I have come here relaxed and not thinking about those things.”

Pascal Wehrlein says he wants to speak to Mercedes chief Toto Wolff and Sauber boss Fred Vasseur to discuss his future in Formula 1.

Wehrlein’s deal with Sauber expires at the end of the season, with the Swiss team expected to give Ferrari junior driver and F2 champion Charles Leclerc one of the seats for 2018.

Incumbent Marcus Ericsson and Ferrari junior Antonio Giovinazzi are in contention for the second seat as well as Wehrlein.

Wolff is pushing Williams to take Wehrlein alongside Lance Stroll, but the team is in no rush to make a decision as it continues its evaluations of Robert Kubica and Paul di Resta.

“I’m planning to speak to Fred and Toto in the coming days,” Wehrlein told Motorsport.com. “There was no news before the weekend but maybe there is some new information from this weekend, so let’s see."

He added: “I spoke to [Vasseur] in Japan and he said it’s an option for me [to stay at Sauber]. I don’t know how much Ferrari is involved in that. It’s between the Ferrari drivers, Marcus and me.”

Williams ideally needs one of its drivers to be over the age of 25 as part of its arrangement with title sponsor alcohol brand Martini.

However, there is room for negotiation on the issue should the team decide Wehrlein, who turned 23 earlier this month, is the best option.

“I think Toto is still talking to the team [Williams],” said Wehrlein. “He’s talking to everyone who could be an option, including Williams.

“Definitely yes,” he added when asked if Williams would be a great next step for his career. “Williams has a great car at the moment, they are fighting for P5 [in the constructors'] so it would be a big step for me.

“At the moment, I’m at Sauber and I’m thinking about Sauber and what we can do here in the next four races.”

Felipe Massa has questioned the credibility of both Robert Kubica and Paul di Resta as potential Williams drivers for the 2018 Formula 1 season.

The Grove team is still considering its options for next year, with tech chief Paddy Lowe insisting that Massa is still a candidate, alongside Kubica, di Resta and Pascal Wehrlein.

Kubica has tested for Williams twice - at Silverstone and Hungaroring - as the team evaluated his performance following the accident that put an end to his F1 career in 2011.

However, Massa believes that it is inevitable that the Pole will be hampered by physical issues.

"I have no idea how he's driving, first of all," he said in an exclusive interview with Motorsport.com's GP Gazette.

"To be honest, I cannot do what he's doing, driving with only one hand.

"It's impossible for me to believe that he will not suffer with some of the races with this car that we're driving that is a lot more difficult physically.

"I really respect what he's doing, and what he's doing is just amazing. But it's impossible to believe that he will not have some issues."

Massa also reckons di Resta would not be a good choice for the team, adding that the Scotsman's recent record in German touring car series DTM has not been convincing.

Di Resta has finished 15th, eighth, fifth and 11th in the four DTM seasons he has contested since losing his Force India F1 drive at the end of 2013.

"I don't believe he's the right driver for the team, to develop the car and show the results and everything," Massa said.

"Plus I mean I don't think he's doing a great job in what he's racing as well. Anyway, I'm not here to complain or say about anything, that's only my opinion."

Massa acknowledged that there is nothing more he can do to influence the team's decision.

"I'm quite confident that people know what is the best for the team. This is pretty much what people know.

"As I said, sometimes in F1 it's not only your talent that counts, sometimes you have some other things around, and this is unfortunately part of F1 for some of the teams."

Massa, who returned to Williams this year after having announced his retirement in 2016, says he is prepared for 2017 to turn out to be his last season.

"Yeah, sure, but I'm good on that. I have zero frustration. As I've said before, I did a lot more than I expected. So if it needs to finish, it's the time. If it doesn't need to finish, it's because maybe something is still reserved.

"As I said, I'm quite relaxed, thinking about my job, thinking about my car. The time for being frustrated is passed already in my career."

A move to 4WD cars in Formula 1 is one of the options set to be discussed by teams and the sport's chiefs when talks to frame future engine rules move forward at a crunch meeting next week.

Motor racing's governing body and F1's commercial right holders have invited teams to a meeting in Paris on October 31 to outline the vision for new engine and car rules that will be at the core of grand prix racing from 2021 onwards.

On the engine front, a move to a more simplified version of the current turbo hybrid V6 engines is a favoured route, with their set to be more standard parts - including the MGU-K - to help bring costs down and make things more competitive.

However, there remains divided opinion about whether or not the hugely complicated MGU-H – which recycles energy from turbo heat - should remain at the heart of an F1 engine.

While Mercedes is in favour of keeping it, others are not so convinced. One route being considered to replace the energy that would be lost through ditching the MGU-H would be for a front-axle KERS.

It is similar technology to that employed by Porsche in WEC, where energy recovered under braking at the front axle is stored in batteries for deployment later - turning the car into 4WD.

While there are clear advantages to the system – including the fact a front-axle KERS would help improve mechanical grip in corners which would allow cars to follow each other more closely – the technology would be expensive and introducing it would add further weight to F1 cars that are already very heavy.

Big manufacturers like Mercedes say F1 needs to be open-minded about the technological aspect.

Mercedes motorsport boss Toto Wolff said: "If there is an emphasis on maybe not having the MGU-H any more, the heat recovery any more, how do we compensate for 60 per cent of electric energy that is being lost?

"There are various possibilities and front motors is one possibility. It's not that we are absolutely stuck on implementing front motors but we have to discuss all possible technologies that can compensate for the lack of power."

Beyond the added cost of a front-axle KERS, there is also the risk that one manufacturer could deliver something that is much better than all its rivals – which would lead to single-team domination.

Gene Haas said: "It's the same trap F1 got itself into when it selected this engine. It seemed like a simple idea but when you started doing the engineering it became very, very complex. Caveat to Mercedes, they got it right. The other teams struggled for a long time.

"So, I think we have to be very careful before we say "let's just throw a four-wheel drive car out there," because it could be another one of those ones where one team will probably hit a home-run and the rest of us will be struggling with trying to catch up with that. I think simple's better."

Upsetting people

The difficulty that Liberty faces though is that whatever route is picked, there is unlikely to be a solution that will appease all parties involved in F1.

A high-tech expensive engine that requires new designs may please current manufacturers, but it will not help smaller teams nor encourage new independent suppliers in.

Renault F1 managing director Cyril Abiteboul said "Liberty will have to take a position and to accept maybe to make some people unhappy.

"It is going to be extremely difficult to make fans, independent engine manufacturers like Cosworth, teams that do not have a technology message like Red Bull happy, but at the same time keep the manufacturers, the petroleum companies and maybe bring new manufacturers."

Ferrari president Sergio Marchionne last week suggested that his company would not accept a simple engine that was introduced to cut costs and help smaller teams.

"The knowledge and technology of the Ferrari tradition can not be undone by the objective to reduce costs," he said.

"I am the first to acknowledge that we are spending too much, but we can not take action by removing what is the DNA of Ferrari and Formula 1."

For Red Bull boss Christian Horner, though, he believes the time has come for the FIA and Liberty to stand firm and do what is right for F1.

And he has urged them to go hardline - and take the approach that if the manufacturers do not like it then they can go and take their technology elsewhere.

Asked by Motorsport.com if he felt Liberty was going to have to accept upsetting some teams, Horner said: "Yes. Inevitably. But I think it will be a question of that [the new engine rule] is what it is. Here is the entry form. Sign up or go and do Formula E."

Formula 1 and governing body the FIA have laid out proposals for the next generation of F1 power units (PU), with improved noise, reduced cost, and a more level playing field among the key objectives.“We’ve carefully listened to what the fans think about the current PU and what they would like to see in the near future, with the objective to define a set of regulations which will provide a powertrain that is simpler, cheaper and noisier and will create the conditions to facilitate new manufacturers to enter Formula 1 as powertrain suppliers and to reach a more levelled field in the sport,” said Ross Brawn, F1’s MD, Motorsports.

“The new F1 has the target to be the world’s leading global sports competition married to state of the art technology. To excite, engage, and awe fans of all ages but to do so in a sustainable manner. We believe that the future power unit will achieve this.”

The overall framework for the 2021 power unit definition will be published by the FIA at the end of 2017, though design and development will not be possible until all information is released at the end of next year, thus ensuring manufacturers continue to work on the current specification unit.

In the meantime, the FIA and F1 will also work with the teams to establish power unit test and development restrictions as well as other cost containment measures.

“The 2021 power unit is an example of the future way the FIA as regulators, F1 as commercial right holders, the teams and the manufacturers as stakeholders will work together for the common good of the sport,” added Brawn.


The key features of the proposals presented to manufacturer representatives at Tuesday's meeting were:

• 1.6 Litre, V6 Turbo Hybrid
• 3000rpm higher engine running speed range to improve the sound
• Prescriptive internal design parameters to restrict development costs and discourage extreme designs and running conditions
• Removal of the MGUH
• More powerful MGUK with focus on manual driver deployment in race together with option to save up energy over several laps to give a driver controlled tactical element to racing
• Single turbo with dimensional constraints and weight limits
• Standard energy store and control electronics
• High Level of external prescriptive design to give ‘Plug-And-Play’ engine/chassis/transmission swap capability
• Intention to investigate tighter fuel regulations and limits on number of fuels used

Mercedes and Renault have cast doubt on the new engine regulationsproposed for Formula 1 in 2021.

Mercedes F1 boss Toto Wolff says he has "strong scepticism" about whether the ideas are the right way forward.

Renault Sport F1 boss Cyril Abiteboul said the proposal, made by governing body the FIA and F1 Group on Tuesday, was "a starting point for discussions".

Both said the problem was that they meant a new engine design that required a major financial investment.

What are the proposed new rules?

The FIA and commercial rights holders Liberty Media have proposed keeping the current engine architecture of a 1.6-litre turbo V6 hybrid but removing one of the two hybrid elements, increasing the power of the other, introducing driver-controlled hybrid deployment and standardising a series of parts.

Their aim is to reduce costs, improve the quality of the racing and the sound created by the engines, and enable independent companies to come into F1 and compete with the car manufacturers as engine suppliers.

Why do Mercedes and Renault object?

Wolff said he was "surprised" that the FIA had published so much detail on the new engine when the manufacturers had been told in a meeting on the same day that the plans were "a proposal of a vision for 2021" that would be subject to further discussion and refinement at F1's various rule-making entities.

He added: "It portrays it in a way of this is how we're going forward and none of the current OEMs (car manufacturers in F1) was particularly impressed."

He said the proposals as published would mean "developing a new engine concept that will trigger immense costs" for the car manufacturers in F1 - Mercedes, Ferrari, Renault and Honda - "just for the sake of having a new concept".

"The new concept needs to tackle the deficit that has been outlined - development costs and noise level - and all that needs to be linked with a global view of F1," Wolff said. "We haven't seen any of that."

Abiteboul concurred, saying that Renault objected to being "presented with a new engine on which we would have to make substantial development and substantial financial commitment without an understanding of the broader picture of what F1 would look like past 2020. And I'm referring to not just engine regulations but chassis regulations as well as the commercial side of F1."

He added that Renault "approved of the targets that have been set in terms of cost, noise and power, and the fact we need to try to make performance continue to converge". But he said: "Those are things that could have been done with the current engine architecture anyway."

Honda and Ferrari, the other engine two manufacturers in F1, have declined to comment.

Would new rules attract new companies?

Abiteboul said that he did not believe the proposed new regulations would enable independent companies that have expressed an interest in F1 to enter the sport and compete with the car manufacturers.

"I don't see how what has been presented would be offering a model for an independent engine manufacturer," he said.

"Maybe it would lower the cost of access for a car maker, but you would still need a substantial amount of marketing dollars to spend into research and development to make any business plan work for the new engine.

"And that is actually our problem, that we need to spend again, just like a new entrant would have to spend.

"But I don't think an Ilmor or a Cosworth will be able to go for it independently without the subsidises of another car company."

Sources say that the other engine companies present in the meeting with the FIA and F1 and on Tuesday admitted this was the case.

Disagreement on technology and cost

One key aspect of the proposed new rules is the dropping of the MGU-H, the part of the hybrid system which recovers energy from the turbo.

This is a crucial part of making modern F1 engines set new standards of efficiency - it provides about 60% of the total hybrid energy of the engine - but it has been criticised for being too expensive and for strangling the sound produced by the cars.

Abiteboul said: "My problem with the removal of the MGU-H is that as soon as you do that it is a new engine.

"It fundamentally changes the way the energy is managed within the engine, the way the turbo is working and so on and so forth. It is a new combustion concept, a new way to manage turbo lag and efficiency, so it is new design of turbo."

Abiteboul said Renault had contributed a technical view to the FIA's work on potentially removing the MGU-H, but added: "That doesn't mean we support it. We actually believe that the MGU-H is a fantastic device in order to have a sustainable power around the lap and during the whole race. So that is the sort of disconnect we may be finding ourselves in right now."

Wolff would not discuss the detail of the proposals but insiders say it is clear why the new engine as detailed would increase costs and lead to a fundamentally new design.

• Increasing the revs used by engines, to improve the noise, would mean developing the engine to be able sustain the extra forces involved
• A more powerful MGU-K - the hybrid part that recovers energy from the rear axle - with driver deployment means a new MGU-K design and software to control it, as well as new forms of energy storage and deployment
• A turbo with dimensional constraints means a new turbo design; the same for the introduction of a standard energy store and fuel

In addition, removal of the MGU-H, which recovers energy from the turbo, and raising the revs would decrease the efficiency of the engine, which would mean cars would need more fuel, which would make them heavier at a time when there are already criticisms that they weigh too much.

Sergio Perez thinks Force India should let him and Esteban Ocon race each other again before the 2017 Formula 1 season ends so they can show they can be trusted.

Ever since the pair collided at the Belgian Grand Prix, Perez and Ocon have been under team orders not to fight with each other.

But Force India chiefs said once fourth place in the constructors' championship was secured, the situation would be reviewed.

That position was put out of rival Williams's reach with Ocon and Perez's fifth and seventh places in Mexico last weekend.

"They have told us that they will let us race once we secure the fourth place," said Perez when asked about the team orders by Autosport.

"And I think it is important for Esteban and myself to show good trust, and that we can do good races between us."

Force India chief operating officer Otmar Szafnauer said a decision would be taken at the factory before the next race at Interlagos.

But he made clear that fourth place being secured was not necessarily enough for Force India to lift the ban.

"That we have got to discuss internally," Szafnauer said.

"We've got a couple of weeks to decide.

"It's better for the fans if they are allowed to race, but at the same time car parts aren't cheap.

"You crash into each other and maybe have to buy some more for the last race. You have a test after in Abu Dhabi.

"So all those considerations have to come into play as well."

Ferrari president Sergio Marchionne has said the team could quit Formula 1 if they do not approve of the direction taken by new owners Liberty Media.

The Ferrari chief pinpointed proposals for a new engine design from 2021 as he made the threat in a conference call with investors.

Marchionne said F1 had been "part of our DNA since the day we were born".

But he added: "If we change the sandbox to the point it becomes unrecognisable, I don't want to play any more."

His concerns follow objections from both Mercedes and Renault over plans for a new engine design that were presented jointly on Tuesday by governing body the FIA and the F1 Group, which was bought by Liberty earlier this year.

They set a confrontational tone for the major meeting on 7 November of F1's strategy group, which includes the FIA, F1 and the six leading teams.

Liberty is expected to outline further details of its plans for the sport, including how to instigate a budget cap.

Marchionne said: "Liberty has got a couple of good intentions in all of this, one of which is to reduce the cost of execution for the team, which I think is good.

"There are a couple of things we don't necessarily agree with, one of which is the fact that somehow powertrain uniqueness is not going to be one of the drivers of distinctiveness of the participants' line-up. I would not countenance this going forward.

"The fact we now appear to be at odds in terms of the strategic development of this thing, and we see the sport in 2021 taking on a different air, is going to force some decisions on the part of Ferrari.

"I understand Liberty may have taken these into account, but it needs to be absolutely clear that unless we find a set of circumstances, the results of which are beneficial to the maintenance of the brand, and the marketplace, and to the strengthening of the unique position for Ferrari, Ferrari will not play."

Marchionne likened some of Liberty's ideas to those witnessed in the American Nascar stock-car racing series, which effectively uses standard cars and employs a number of artificial means to keep racing close.

He said: "I don't want to play Nascar globally, I just don't."

But Marchionne added: "I don't want to prejudge any of this. We're walking into this meeting next Tuesday with the best of intentions. We'll see where it takes us."

The new engine rules retain the architecture of the current engine as a 1.6-litre V6 turbo hybrid but make significant changes, including introducing standardisation of some parts and removing the MGU-H, the part of the hybrid system that recovers energy from the turbo and which is responsible for about 60% of the total hybrid energy.

Both Mercedes and Renault have said the proposals amount to a new engine, which would force a major development and financial investment.

Liberty/F1 wants to make engines cheaper, more simple, noisier, enable independent companies to enter the sport and make them more attractive to fans.

It is believed to be willing to listen to other ideas on the design of the engine post-2020, as long as they meet those fundamental objectives.

Like most other teams, Ferrari is committed to F1 contractually until 2020 but has nothing tying it to the sport after that.

Analysis

This is not the first time Ferrari have threatened to quit Formula 1 on the basis of rules they do not like. Many will regard this latest one along the same historical lines - we've heard it all before, they'll never do it etc.

But Marchionne's comments underline a key problem for F1's commercial rights holders.

Three of the four engine manufacturers involved in the sport oppose their proposed new rules. And although Honda has not commented, the likelihood is it does too, given the current rules and their relevance to road-car efficiency are why it entered F1 in the first place.

The engine rules are wrapped up in the rest of the post-2020 F1 picture, which also includes a desire to cut costs, redistribute prize money and other issues. Owners Liberty Media will reveal more of their plans next week.

Part of the aim of the proposed engine rules is to attract independent companies so F1 is not so beholden to the car companies.

But there is no commitment from anyone else, and unanswered questions as to whether these rules would be enough to enable independents to come in and compete on level terms with the manufacturers.

Renault F1 boss Cyril Abiteboul points out F1 is in pretty decent shape at the moment, given the global economic situation, with four engine suppliers, three of them competitive at the last race.

"We need to be a little bit careful not to try to fix something that is not broken," he told BBC Sport. "F1 is not broken. It might be good to have more manufacturers but we should not jeopardise all of F1 just to try to attract someone else."