Formula One engines
This article gives an outline ofFormula One engines,also calledFormula One power unitssince the hybrid era starting in 2014. Since its inception in 1947,Formula Onehas used a variety ofengineregulations.Formulaelimiting engine capacity had been used in Grand Prix racing on a regular basis since afterWorld War I.The engine formulae are divided according to era.[1][2][3]
Formula One |
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Operation
[edit]Formula One currently uses 1.6 litrefour-stroketurbocharged90 degreeV6double-overhead camshaft(DOHC)reciprocating engines.[4]They were introduced in 2014 and have been developed over the subsequent seasons.
The power a Formula One engine produces is generated by operating at a very high rotational speed, up to 20,000 revolutions per minute (rpm). However, they are electronically limited to 15,000 as of the 2014 season.[5]This contrasts with road car engines of a similar size, which typically operate at less than 6,000 rpm. The basic configuration of a naturally aspirated Formula One engine had not been greatly modified since the 1967Ford Cosworth DFVand themean effective pressurehad stayed at around 14 bar.[6]
Until the mid-1980s Formula One engines were limited to around 12,000 rpm due to the traditional metal springs used to close the valves. The speed required to operate the engine valves at a higher rpm called for ever stiffer springs, which increased the power required to drive the camshaft and the valves to the point where the loss nearly offset the power gain through the increase in rpm. They were replaced bypneumatic valve springsintroduced by Renault in 1986,[7][8]which inherently have a rising rate (progressive rate) that allowed them to have an extremely highspring rateat larger valve strokes without much increasing the driving power requirements at smaller strokes, thus lowering the overall power loss. Since the 1990s, all Formula One engine manufacturers have used pneumatic valve springs with the pressurised air allowing engines to reach speeds of over 20,000 rpm.[8][9][10][11][12]
Short-stroke engine
[edit]Formula One cars useshort-strokeengines.[13]To operate at high engine speeds, the stroke must be relatively short to prevent catastrophic failure, usually from theconnecting rod,which is under very large stresses at these speeds. Having a short stroke means a relatively large bore is required to reach a 1.6-litredisplacement.This results in a less efficient combustion stroke, especially at lower rpm.[14]
In addition to the use ofpneumatic valve springs,a Formula One engine's high rpm output has been made possible due to advances inmetallurgyand design, allowing lighter pistons and connecting rods to withstand the accelerations necessary to attain such high speeds. Improved design also allows narrower connecting rod ends and so narrower main bearings. This permits higher rpm with less bearing-damaging heat build-up. For each stroke, the piston goes from a virtual stop to almost twice the mean speed (approximately 40 m/s), then back to zero. This occurs once for each of the four strokes in the cycle: one Intake (down), one Compression (up), one Power (ignition-down), one Exhaust (up). Maximum piston acceleration occurs at top dead center and is in the region of 95,000 m/s2,about 10,000 timesstandard gravity(10,000g).[citation needed]
![](https://upload.wikimedia.org/wikipedia/commons/thumb/b/b0/Alfetta_159_engine.jpg/220px-Alfetta_159_engine.jpg)
![](https://upload.wikimedia.org/wikipedia/commons/thumb/2/20/Ferrari_125_F1_engine.jpg/220px-Ferrari_125_F1_engine.jpg)
History
[edit]Formula One engines have come through a variety of regulations, manufacturers and configurations through the years.[15]
1947–1953
[edit]This era used pre-warvoituretteengine regulations, with 4.5 L atmospheric and 1.5 Lsuperchargedengines. TheIndianapolis 500(which was a round of theWorld Drivers' Championshipfrom 1950 onwards) used pre-warGrand Prixregulations, with 4.5 L atmospheric and 3.0 L supercharged engines. The power range was up to 425 hp (317 kW), though theBRM Type 15of 1953 reportedly achieved 600 hp (447 kW) with a 1.5 L supercharged engine.
In 1952 and 1953, theWorld Drivers' Championshipwas run toFormula Tworegulations, but the existingFormula Oneregulations remained in force and a number of Formula One races were still held in those years.
1954–1960
[edit]Naturally-aspirated engine size was reduced to 2.5 L and supercharged cars were limited to 750 cc. No constructor built a supercharged engine for the World Championship. TheIndianapolis 500continued to use old pre-war regulations. The power range was up to 290 hp (216 kW).
1961–1965
[edit]![](https://upload.wikimedia.org/wikipedia/commons/thumb/5/5c/Porsche_804_cooling-fan.jpg/220px-Porsche_804_cooling-fan.jpg)
Introduced in 1961 amidst some criticism, the new reduced engine 1.5 L formula took control of F1 just as every team and manufacturer switched from front to mid-engined cars. Although these were initially underpowered, by 1965 average power had increased by nearly 50% and lap times were faster than in 1960. The old 2.5 L formula had been retained for International Formula racing, but this did not achieve much success until the introduction of theTasman Seriesin Australia and New Zealand during the winter season, leaving the 1.5 L cars as the fastest single seaters in Europe during this time. The power range was between 150 hp (112 kW) and 225 hp (168 kW).
![](https://upload.wikimedia.org/wikipedia/commons/thumb/3/3d/BRM_H16_engine.jpg/220px-BRM_H16_engine.jpg)
1966–1986
[edit]![](https://upload.wikimedia.org/wikipedia/commons/thumb/3/32/Circa_1980_Cosworth_DFV_at_Rahmi_M._Ko%C3%A7_M%C3%BCzesi.jpg/220px-Circa_1980_Cosworth_DFV_at_Rahmi_M._Ko%C3%A7_M%C3%BCzesi.jpg)
![](https://upload.wikimedia.org/wikipedia/commons/thumb/2/29/Renault_F1_turbo_engine_in_a_Lotus_95T_John_Player_Special.jpg/220px-Renault_F1_turbo_engine_in_a_Lotus_95T_John_Player_Special.jpg)
In 1966, with sports cars capable of outrunning Formula One cars thanks to much larger and more powerful engines, the FIA increased engine capacity to 3.0 L atmospheric and 1.5 L compressed engines.[16]Although a few manufacturers had been aiming for larger engines, the transition was not smooth and 1966 was a transitional year, with 2.0 L versions of the BRM and Coventry-Climax V8 engines being used by several entrants. The appearance of the standard-producedCosworthDFV in 1967 made it possible for small manufacturers to join the series with a chassis designed in-house. Compression devices were allowed for the first time since 1960, but it was not until 1977 that a company actually had the finance and interest of building one, whenRenaultdebuted their new Gordini V6 turbocharged engine at that year's British Grand Prix at Silverstone. This engine had a considerable power advantage over the naturally-aspirated Cosworth DFV, Ferrari and Alfa Romeo engines.
By the start of the 1980s, Renault had proved that turbocharging was the way to go in order to stay competitive in Formula One, particularly at high-altitude circuits likeKyalamiin South Africa andInterlagosin Brazil. Ferrari introduced their all-new V6 turbocharged engine in 1981, before Brabham ownerBernie Ecclestonemanaged to persuade BMW to manufacturestraight-4turbos for his team from 1982 onwards. In 1983, Alfa Romeo introduced a V8 turbo, and by the end of that yearHondaandPorschehad introduced their own V6 turbos (the latter badged asTAGin deference to the company that provided the funding). Cosworth and the ItalianMotori Moderniconcern also manufactured V6 turbos during the 1980s, whileHart Racing Enginesmanufactured their own straight-4 turbo.
By mid-1985, every Formula One car was running with a turbocharged engine. In 1986, power figures were reaching unprecedented levels, with all engines reaching over 1,000 hp (750 kW) during qualifying with unrestricted turbo boost pressures. This was especially seen with the BMW straight-4 turbo, theM12/13,which produced around 1,400–1,500 hp (1,040–1,120 kW) at 5.5 bar of boost in qualifying trim, but was detuned to produce between 850–900 hp (630–670 kW) in race spec. However, these engines and gearboxes were very unreliable because of the engine's immense power, and would only last about four laps. For the race, the turbocharger's boost was restricted to ensure engine reliability; but the engines still produced 850–1,000 hp (630–750 kW) during the race.
The power range from 1966 to 1986 was between 285 hp (210 kW) to 500 hp (370 kW), turbos 500 hp (370 kW) to 900 hp (670 kW) in race trim, and in qualifying, up to 1,400 hp (1,040 kW). Following their experiences at Indianapolis, in 1971 Lotus made a few unsuccessful experiments with aPratt & Whitneyturbine fitted to chassis which also hadfour-wheel-drive.[17]
1987–1988
[edit]Following the turbo domination, forced induction was allowed for two seasons before its eventual ban. The FIA regulations limited boost pressure, to 4 bar in qualifying in 1987 for 1.5 L turbo; and allowed a larger 3.5 L formula. Fuel tank sizes were further reduced in size to 150 litres for turbo cars to limit the amount of boost used in a race. These seasons were still dominated by turbocharged engines, theHondaRA167E V6 supplyingNelson Piquetwinning the1987 Formula One seasonon aWilliamsalso winning the constructors championship, followed byTAG-Porsche P01 V6 inMcLarenthen Honda again with the previous RA166E forLotusthenFerrari's own 033D V6.
![](https://upload.wikimedia.org/wikipedia/commons/thumb/4/4b/Honda_RA168E_engine_rear_Honda_Collection_Hall.jpg/220px-Honda_RA168E_engine_rear_Honda_Collection_Hall.jpg)
The rest of the grid was powered by theFordGBA V6 turbo inBenetton,with the only naturally-aspirated engine, the DFV-derived Ford-Cosworth DFZ 3.5 L V8 outputting 575 hp (429 kW) inTyrrell,Lola,AGS,MarchandColoni.[18]The massively powerfulBMW M12/13 inline-four found in theBrabham BT55tilted almost horizontally, and in upright position under theMegatronbrand inArrowsandLigier,producing 900 bhp (670 kW) at 3.8 bar in race trim, and an incredible 1,400–1,500 bhp (1,040–1,120 kW) at 5.5 bar of boost in qualifying spec.[19]Zakspeedwas building its own turbo inline-four,Alfa Romeowas to power the Ligiers with an inline-four but the deal fell through after initial testing had been carried out. Alfa was still represented by its old 890T V8 used byOsella,andMinardiwas powered by aMotori ModerniV6.
In1988,six teams – McLaren, Ferrari, Lotus, Arrows, Osella and Zakspeed – continued with turbocharged engines, now limited to 2.5 bar. Honda's V6 turbo, the RA168E, which produced 685 hp (511 kW) at 12,300 rpm in qualifying,[20]powered theMcLaren MP4/4with whichAyrton SennaandAlain Prostwon fifteen of the sixteen races between them. The Italian Grand Prix was won byGerhard Bergerin theFerrari F1/87/88C,powered by the team's own V6 turbo, the 033E, with about 720 hp (537 kW) at 12,000 rpm in qualifying and 620 hp (462 kW) at 12,000 rpm in races.[21]The Honda turbo also powered Lotus's100T,while Arrows continued with the Megatron-badged BMW turbo, Osella continued with the Alfa Romeo V8 (now badged as an Osella) and Zakspeed continued with their own straight-4 turbo. All the other teams used naturally aspirated 3.5 L V8 engines: Benetton used the Cosworth DFR, which produced 585 hp (436 kW) at 11,000 rpm;[22]Williams, March and Ligier used theJuddCV, producing 600 hp (447 kW);[23]and the rest of the grid used the previous year's 575 hp (429 kW) Cosworth DFZ.
1989–1994
[edit]![](https://upload.wikimedia.org/wikipedia/commons/thumb/e/e7/Paris_-_Retromobile_2012_-_Renault_moteur_F1_V10_-_001.jpg/220px-Paris_-_Retromobile_2012_-_Renault_moteur_F1_V10_-_001.jpg)
Turbochargers were banned from the1989 Formula One season,leaving only a naturally aspirated 3.5 L formula. Honda was still dominant with their RA109E 72° V10 giving 685 hp (511 kW) @ 13,500 rpm onMcLarencars, enabling Prost to win the championship in front of his teammate Senna. Behind were theRenaultRS1-powered Williams, a 67° V10 giving 650 hp (485 kW) @ 12,500 rpm and the Ferrari with its 035/5 65° V12 giving 660 hp (492 kW) at 13,000 rpm. Behind, the grid was powered mainly byFord CosworthDFR V8 giving 620 hp (462 kW) @ 10,750 rpm except for a few Judd CV V8 in Lotus, Brabham andEuroBruncars, and two oddballs: the 620 hp (460 kW)Lamborghini3512 80° V12 powering Lola, and the 560 hp (420 kW)YamahaOX88 75° V8 in Zakspeed cars. Ford started to try its new design, the 75° V8 HBA1 with Benetton.
![](https://upload.wikimedia.org/wikipedia/commons/thumb/c/cd/W12_Engine.jpg/220px-W12_Engine.jpg)
The1990 Formula One seasonwas again dominated by Honda in McLarens with the 690 hp (515 kW) @ 13,500 rpm RA100E poweringAyrton SennaandGerhard Bergerahead of the 680 hp (507 kW) @ 12,750 rpm Ferrari Tipo 036 ofAlain ProstandNigel Mansell.Behind them the Ford HBA4 for Benetton and Renault RS2 for Williams with 660 hp (492 kW) @ 12,800 rpm were leading the pack powered by Ford DFR and Judd CV engines. The exceptions were the Lamborghini 3512 in Lola and Lotus, and the new Judd EV 76° V8 giving 640 hp (477 kW) @ 12,500 rpm inLeyton Houseand Brabham cars. The two new contenders were theLifewhich built for themselves an F35 W12 with three four cylinders banks @ 60°, andSubarugivingColonia 1235 flat-12 fromMotori Moderni
![](https://upload.wikimedia.org/wikipedia/commons/thumb/9/96/Honda_RA121E_engine_Honda_Collection_Hall.jpg/220px-Honda_RA121E_engine_Honda_Collection_Hall.jpg)
Honda was still leading the1991 Formula One seasonin Senna's McLaren with the 725–780 hp (541–582 kW) @ 13,500–14,500 rpm 60° V12 RA121E, just ahead of the Renault RS3 powered Williams benefiting from 700–750 hp (520–560 kW) @ 12,500–13,000 rpm. Ferrari was behind with its Tipo 037, a new 65° V12 giving 710 hp (529 kW) @ 13,800 rpm also poweringMinardi,just ahead the Ford HBA4/5/6 in Benetton and Jordan cars. Behind, Tyrrell was using the previous Honda RA109E, Judd introduced its new GV withDallaraleaving the previous EV to Lotus, Yamaha were giving its 660 hp (492 kW) OX99 70° V12 to Brabham, Lamborghini engines were used byModenaand Ligier.Ilmorintroduced its LH10, a 680 hp (507 kW) @ 13,000 rpm V10 which eventually became theMercedeswith Leyton House andPorschesourced a little successful3512V12 toFootwork Arrows;the rest of the field was Ford DFR powered.[24]
In 1992, theRenaultengines became dominant, even more so following the departure from the sport ofHondaat the end of 1992. The 3.5 L Renault V10 engines powering the Williams F1 team produced a power output between 750–820 bhp (559–611 kW; 760–831 PS) @ 13,000–14,300 rpm toward the end of the 3.5 L naturally-aspirated era, between 1992 and 1994. Renault-engined cars won the last three consecutive world constructors' championships of the 3.5 L formula era withWilliams(1992–1994).[25]
ThePeugeotA4V10,used by theMcLarenFormula One team in 1994, initially developed 700 bhp (522 kW; 710 PS) @ 14,250 rpm. It was later further developed into the A6, which produced even more power, developing 760 bhp (567 kW; 771 PS) @ 14,500 rpm.
TheEC Zetec-RV8,which powered the championship-winningBenettonteam andMichael Schumacherin 1994, produced between 730–750 bhp (544–559 kW; 740–760 PS) @ 14,500 rpm.[26]
![](https://upload.wikimedia.org/wikipedia/commons/thumb/a/a7/Ferrari_412_T1_engine.jpg/220px-Ferrari_412_T1_engine.jpg)
By the end of the 1994 season, Ferrari'sTipo 043V12was putting out around 850 hp (634 kW)[27]@ 15,800 rpm, which is to date the most-powerful naturally-aspirated V12 engine ever used in Formula One. This was also the most powerful engine of 3.5-litre engine regulation era, before a reduction in engine capacity to 3 litres in 1995.[28]
1995–2005
[edit]![](https://upload.wikimedia.org/wikipedia/commons/thumb/d/d1/Ferrari_V12_Formula_One_racing_engine.jpg/220px-Ferrari_V12_Formula_One_racing_engine.jpg)
![](https://upload.wikimedia.org/wikipedia/commons/thumb/c/c3/Ferrari_054_V10_engine.jpg/220px-Ferrari_054_V10_engine.jpg)
This era used a 3.0 L formula, with the power range varying (depending on engine tuning) between 600 hp (447 kW) and 1,000 hp (746 kW), between 13,000 rpm and 20,000 rpm, and from eight to twelve cylinders. Despiteengine displacementbeing reduced from 3.5 L, power figures and RPMs still managed to climb. Renault was the initial dominant engine supplier from 1995 until 1997, winning the first three world championships with Williams and Benetton in this era. The championship-winning 1995Benetton B195produced a power output of 675 hp (503.3 kW) @ 15,200 rpm, and the 1996 championship-winningWilliams FW18produced 700 hp (522.0 kW) @ 16,000 rpm; both from a sharedRenault RS93.0 LV10 engine.[29][30]The 1997 championship-winningFW19produced between 730–760 hp (544.4–566.7 kW) @ 16,000 rpm, from its Renault RS9B 3.0 L V10. Ferrari's last V12 engine, theTipo 044/1,was used in1995.The engine's design was largely influenced by major regulation changes imposed by theFIAafter the dreadful events during the year before: the V12 engine was reduced from 3.5 to 3.0 litres. The 3.0-litre engine produced around 700 hp (522 kW) 17,000 rpm in race trim; but was reportedly capable of producing up to 760 hp (567 kW) in its highest state of tune for qualification mode.[31]Between 1995 and 2000, cars using this 3.0 L engine formula, imposed by theFIA,produced a constant power range (depending on engine type and tuning), varying between 600 hp and 815 hp. Most Formula One cars during the1997season comfortably produced a consistent power output of between 665–760 hp (495.9–566.7 kW), depending on whether aV8orV10 engineconfiguration was used.[32]From 1998 to 2000 it was Mercedes' power that ruled, givingMika Häkkinentwo world championships. The 1999McLaren MP4/14produced between 785 and 810 hp @ 17,000 rpm.Ferrarigradually improved their engine. In1996,they changed from their traditionalV12 engineto a smaller and lighter V10 engine. They preferred reliability to power, losing out to Mercedes in terms of outright power initially. Ferrari's first V10 engine, in 1996, produced 715 hp (533 kW) @ 15,550 rpm,[33]down on power from their most powerful 3.5 L V12 (in 1994), which produced over 830 hp (619 kW) @ 15,800 rpm, but up on power from their last 3.0 L V12 (in 1995), which produced 700 hp (522 kW) @ 17,000 rpm. At the1998 Japanese GP,Ferrari's 047D engine spec was said to produce over 800 bhp (600 kW), and from 2000 onward, they were never short of power or reliability. To keep costs down, the 3.0 L V10 engine configuration was made fully mandatory for all teams in 2000 so that engine builders would not develop and experiment with other configurations.[34]The V10 configuration had been the most popular since the banning ofturbochargedengines in 1989, and no other configuration had been used since 1998.
BMWstarted supplying its engines to Williams from 2000. The engine was very reliable in the first season though slightly short of power compared to Ferrari and Mercedes units. TheBMW E41-poweredWilliams FW22produced around 810 hp @ 17,500 rpm, during the 2000 season.[35]BMW went straight forward with its engine development. The P81, used during the 2001 season, was able to hit 17,810 rpm. Unfortunately, reliability was a large issue with several blowups during the season.
The BMW P82, the engine used by the BMW WilliamsF1 Team in 2002, had hit a peak speed of 19,050 rpm in its final evolutionary stage. It was also the first engine in the 3.0 litre V10-era to break through the 19,000 rpm wall, during the2002 Italian Grand Prix's qualifying.[36]BMW's P83 engine used in 2003 season managed an impressive 19,200 rpm and cleared the 900 bhp (670 kW) mark, at around 940 bhp, and weighs less than 200 lb (91 kg).[37][38]Honda'sRA003EV10also cleared the 900 bhp (670 kW) mark at the2003 Canadian Grand Prix.[39]
In 2005, the 3.0 LV10 enginewas permitted no more than 5 valves per cylinder.[40]Also, the FIA introduced new regulations limiting each car to one engine per two Grand Prix weekends, putting the emphasis on increased reliability. In spite of this, power outputs continued to rise. Mercedes engines had about 930 bhp (690 kW) in this season.Cosworth,Mercedes,Renault,andFerrariengines all produced around 900 bhp (670 kW) to 940 bhp (700 kW) @ 19,000 rpm.[41]Hondahad over 965 bhp (720 kW).[42][43]TheBMWengine made over 950 bhp (710 kW).[44][45]Toyota engines had over 1,000 bhp (750 kW), according toToyota Motorsport's executive Vice President, Yoshiaki Kinoshita.[46]However, for reliability and longevity purposes, this power figure may have been detuned to around 960 bhp (720 kW) for races.[47]
2006–2013
[edit]![Renault_RS26_engine_2006](https://upload.wikimedia.org/wikipedia/commons/thumb/a/af/Renault_RS26_engine_2006.jpg/220px-Renault_RS26_engine_2006.jpg)
For 2006, the engines had to be 90°V8of 2.4 litres maximum capacity with a circular bore of 98 mm (3.9 in) maximum, which implies a 39.75 mm (1.565 in) stroke at maximum bore. The engines must have two inlet and two exhaustvalvesper cylinder, benaturally aspiratedand have a 95 kg (209 lb) minimum weight. The previous year's engines with a rev-limiter were permitted for 2006 and 2007 for teams who were unable to acquire a V8 engine, withScuderia Toro Rossousing a Cosworth V10, after Red Bull's takeover of the formerMinarditeam did not include the new engines.[48]The 2006 season saw the highest rev limits in the history of Formula One, at well over 20,000 rpm; before a 19,000 rpm mandatory rev limiter was implemented for all competitors in 2007. Cosworth was able to achieve just over 20,000 rpm with their V8,[49]and Renault around 20,500 rpm. Honda did the same; albeit only on the dynamometer.
Pre-cooling air before it enters the cylinders, injection of any substance other than air and fuel into the cylinders, variable-geometryintakeandexhaust systems,andvariable valve timingwere forbidden. Each cylinder could have only onefuel injectorand a single plugspark ignition.Separate starting devices were used to start engines in the pits and on the grid. The crankcase and cylinder block had to be made of cast or wroughtaluminiumalloys. The crankshaft and camshafts had to be made from anironalloy, pistons from an aluminium alloy, and valves from alloys based oniron,nickel,cobaltortitanium.These restrictions were in place to reduce development costs on the engines.[50]
![Ferrari_056_engine_(2007)_rear_Museo_Ferrari](https://upload.wikimedia.org/wikipedia/commons/thumb/0/0e/Ferrari_056_engine_%282007%29_rear_Museo_Ferrari.jpg/220px-Ferrari_056_engine_%282007%29_rear_Museo_Ferrari.jpg)
The reduction in capacity was designed to give a power reduction of around 20% from the three-litre engines, to reduce the increasing speeds of Formula One cars. Despite this, in many cases the performance of the car improved. In 2006Toyota F1announced an approximate 740 hp (552 kW) output at 18,000 rpm for its new RVX-06 engine,[51]but real figures are of course difficult to obtain. Most cars from this period (2006–2008) produced a regular power output of approximately between 720 and 800 hp @ 19,000 rpm (over 20,000 rpm for the2006season).[52]
The engine specification was frozen in 2007 to keep development costs down. The engines which were used in the2006 Japanese Grand Prixwere used for the 2007 and 2008 seasons and they were limited to 19,000 rpm. In 2009 the limit was reduced to 18,000 rpm with each driver allowed to use a maximum of 8 engines over the season. Any driver needing an additional engine is penalised 10 places on the starting grid for the first race the engine is used. This increases the importance of reliability, although the effect is only seen towards the end of the season. Certain design changes intended to improve engine reliability may be carried out with permission from the FIA. This has led to some engine manufacturers, notably Ferrari and Mercedes, exploiting this ability by making design changes which not only improve reliability but also boost engine power output as a side effect. As the Mercedes engine was proven to be the strongest, re-equalisations of engines were allowed by the FIA to allow other manufacturers to match the power.[53]
2009 saw the exit of Honda from Formula One. The team was acquired byRoss Brawn,creatingBrawn GPand theBGP 001.With the absence of the Honda engine, Brawn GP retrofitted the Mercedes engine to the BGP 001 chassis. The newly branded team won both the Constructors' Championship and the Drivers' Championship from better-known and better-established contenders Ferrari, McLaren-Mercedes, and Renault.
Cosworth,absent since the2006 season,returned in 2010. New teamsLotus Racing,HRT,andVirgin Racing,along with the establishedWilliams,used this engine. The season also saw the withdrawal of theBMWandToyotaengines, as the car companies withdrew from Formula One due to theGreat Recession.[54]
In 2009, constructors were allowed to usekinetic energy recovery systems(KERS), also calledregenerative brakes.Energy can either be stored as mechanical energy (as in a flywheel) or as electrical energy (as in a battery or supercapacitor), with a maximum power of 81 hp (60 kW; 82 PS) deployed by anelectric motor,for a little over 6 seconds per lap. Four teams used it at some point in the season: Ferrari, Renault, BMW, and McLaren.[55]
Although KERS was still legal in F1 in the 2010 season, all the teams agreed not to use it. KERS returned for the 2011 season, when only three teams elected not to use it. For the 2012 season, onlyMarussiaand HRT raced without KERS, and in 2013 all teams on the grid had KERS. From 2010 to 2013 cars have a regular power of 700–800 hp, averaging around 750 hp @ 18,000 rpm.[56][57]
2014–2021
[edit]The FIA announced a change from the 2.4-litreV8,introducing 1.6-litreV6hybrid engines(more than one power source) for the2014season. The new regulations allow kinetic and heatenergy recovery systems.[58]Forced induction was now allowed – eitherturbochargers,which last appeared in1988,orsuperchargers– with all constructors opting to use a turbocharger. Instead of limiting the boost level, the regulations introduced a fuel flow restriction at 100 kg of petrol per hour maximum. The engines sounded very different from the previous formula, due to the lower rev limit (15,000 rpm) and the turbocharger.
The new formula for turbocharged engines have their efficiency improved throughturbo-compoundingby recovering energy from exhaust gases.[59]The original proposal for four-cylinder turbocharged engines was not welcomed by the racing teams, in particular Ferrari.Adrian Neweystated during the 2011 European Grand Prix that the change to a V6 enables teams to carry the engine as astressed member,whereas an inline-4 would have required a space frame. A compromise was reached, allowing V6 forced induction engines instead.[59]The engines rarely exceed 12,000 rpm during qualifying and race, due to the new fuel flow restrictions.[60]
Energy recovery systems such as KERS had a boost of 160 hp (120 kW) and 2 megajoules per lap. KERS was renamed Motor Generator Unit–Kinetic (MGU-K).Heat energyrecovery systems were also allowed, under the name Motor Generator Unit–Heat (MGU-H)
The 2015 season was an improvement on 2014, adding about 30–50 hp (20–40 kW) to most engines, the Mercedes engine being the most powerful with 870 hp (649 kW). In 2019, Renault's engine was claimed to have hit 1,000 hp in qualifying trim.[61]
Of the previous manufacturers, only Mercedes, Ferrari and Renault produced engines to the new formula in 2014, whereas Cosworth stopped supplying engines. Honda returned as an engine manufacturer in 2015, with McLaren switching to Honda power after using the Mercedes engine in 2014. In 2019, Red Bull switched from using a Renault engine to Honda power. Honda supplied both Red Bull and AlphaTauri. Honda withdrew as a power unit supplier at the end of2021,with Red Bull taking over the project and producing the enginein-house.[62]
2022–2025
[edit]In 2017, the FIA began negotiations with existing constructors and potential new manufacturers over the next generation of engines with a projected introduction date of2021but delayed to2022due to the effects of theCOVID-19 pandemic.[63]The initial proposal was designed to simplify engine designs, cut costs, promote new entries and address criticisms directed at the 2014 generation of engines. It called for the 1.6 L V6 configuration to be retained, but abandoned the complex Motor Generator Unit–Heat (MGU-H) system.[64]TheMotor Generator Unit–Kinetic(MGU-K) would be more powerful, with a greater emphasis on driver deployment and a more flexible introduction to allow for tactical use. The proposal also called for the introduction of standardised components and design parameters to make components produced by all manufacturers compatible with one another in a system dubbed "plug in and play".[64]A further proposal to allow four-wheel drive cars was also made, with the front axle driven by anMGU-Kunit—as opposed to the traditional driveshaft—that functioned independently of theMGU-Kproviding power to the rear axle, mirroring the system developed byPorschefor the919 Hybridrace car.[65][66]
However, mostly due to no new engine supplier applying for F1 entry in 2021 and 2022, abolishment of the MGU-H, a more powerful MGU-K and a four-wheel drive system were all shelved with the possibility of their re-introduction for 2026. Instead, the teams andFIAagreed to a radical change in body/chassis aerodynamics to promote more battles on the course at closer distances to each other. They further agreed to an increase in alcohol content from 5.75% to 10% of fuel, and to implement a freeze on power unit design for 2022-2025, with the internal combustion engine (ICE), turbocharger and MGU-H being frozen on March 1 and the energy store, MGU-K and control electronics being frozen on September 1 during the 2022 season.[67]Honda,the outgoing engine supplier in 2021, was keen to keep the MGU-H, andRed Bull,who took over the engine production project, backed that opinion.[68]The 4WD system was planned to be based on Porsche 919 Hybrid system,[65]but Porsche ended up not becoming an F1 engine supplier for 2021-2022.
2026 onwards
[edit]New engine regulations will be introduced from the 2026 season. These engine regulations will see the turbocharged 1.6 V6 internal combustion engine configuration used since 2014 retained. The new power units will produce over 1,000bhp(750 kW), although the power will come from different places. The MGU-H (Motor Generator Unit – Heat) will be banned, while the MGU-K's (Motor Generator Unit – Kinetic) output will increase to 470 bhp (350kW) – previously the MGU-H and MGU-K produced a combined power output of 160 bhp (120kW). The power output of the internal combustion part of the power unit will decrease to 540 bhp (400kW) from 850bhp(630 kW). In addition, fuel flow rates will be measured and limited based on energy, rather than mass or volume of the fuel itself. There is also intended to be further restrictions on components such as MGU-Ks and exhausts imposed from 2027. The new power units are due to be run on a fully sustainable fuel, being developed by Formula One.[69][70]
Audiare due to become an engine provider from 2026 onwards.[71]Fordare due to partner with Red Bull Powertrains asRed Bull Ford Powertrainsfrom 2026 after a 20 year absence.[72][73][74]Honda, under its subsidiaryHonda Racing Corporation,has also entered as a manufacturer for 2026 by the FIA after officially leaving the sport in 2021.[75]The FIA also confirmed that Ferrari, Mercedes-AMG and Alpine (Renault) are registered as power unit suppliers for 2026.[76]
Engine regulation progression by era
[edit]Years | Operating principle[a] |
Maximum displacement | Configuration | RPM limit |
Fuel flow limit (Qmax) |
Fuel composition | ||
---|---|---|---|---|---|---|---|---|
Naturally aspirated |
Forced induction |
Alcohol | Petrol | |||||
1947–1953[b] | Unspecified | 4.5 L | 1.5 L | Unrestricted | Unrestricted[77] | Unrestricted | Unrestricted | Unrestricted |
1954–1957 | 2.5 L | 0.75 L | ||||||
1958–1960 | Prohibited | |||||||
1961–1962 | 1.5 L (1.3 L min.) |
Prohibited | ||||||
1963–1965 | Pump Gasoline[78] | |||||||
1966–1980 | 3.0 L | 1.5 L | Unrestricted | |||||
1981–1985 | 4-stroke piston | |||||||
1986 | Prohibited | |||||||
1987 | 3.5 L | 1.5 L, 4 bar | ||||||
1988 | 1.5 L, 2.5 bar | |||||||
1989–1991 | Prohibited | Up to 12 cylinders | ||||||
1992–1994 | Unleaded | |||||||
1995–1999 | 3.0 L | |||||||
2000–2005 | V10 | |||||||
2006[c][79] | 2.4 L | 90° V8 | ||||||
2007[c] | 19,000 rpm | |||||||
2008 | 5.75%[d] | |||||||
2009–2013[e] | 90° V8 + KERS | 18,000 rpm | ||||||
2014–2021[f] | 1.6 L[g][80][81] | 90° V6 + MGUs | 15,000 rpm[h] | (0.009 x rpm)+5.5 up to 100kg/h[i] | ||||
2022–2025[f][82] | 1.6 L[j] | Unrestricted[h] | ≥10%[k] | |||||
2026 onwards | 90° V6 + MGU | (0.27 x rpm)+165 up to 3000 MJ/h[l] | TBA[m] |
Notes:
- ^2-stroke, gas turbine, rotary, etc.
- ^For 1952 and 1953, World Championship races were run to Formula Two rules (0.75 L with compressor, 2 L without), but Formula One regulations remained intact.
- ^abFor 2006 and 2007, the FIA reserved the right to give special dispensations to teams without access to new specification engines to use 2005-spec engines with a rev-limiter. This dispensation was given toScuderia Toro Rossoonly in 2006.
- ^5.75% bio-sourced alcohol content is required in pump petroleum.
- ^Kinetic (braking) energy recovery system (KERS) allowed.
- ^abMGU (Motor Generator Unit)-Kinetic (brake) and MGU-Heat (exhaust) energy recovery systems allowed.
- ^Smaller displacement is allowed. Naturally aspirated engines are not prohibited, but were not used by any team. Boost pressure is not limited, but fuel flow rate (which was not regulated up to 2013) is limited to 100 kg per hour(roughly equivalent to 3.5 bar at the maximum rpm).[citation needed]
- ^abLower rpm fuel flow restriction on the next column reaches the maximum of 100kg/hour at 10,500rpm. At this flow rate, further increasing rpm requires lower boost, or results in thinner air/fuel ratio. Due to this, engine manufacturers normally set the maximum engine speed at about 13,000 rpm.
- ^Maximum fuel flow rate (Q) is limited in relation to engine speed below 10,500rpm. On or above 10,500rpm, the maximum fuel flow rate of 100kg/hour applies.
- ^Displacement must be between 1,590cc and 1,600cc. Naturally aspirated engines are not prohibited. Boost pressure is not limited.
- ^10% ethanol content is required in pump gasoline.
- ^Maximum fuel flow rate (Q) is limited in relation to engine speed below 10,500 rpm. On or above 10,500 rpm, the maximum fuel flow rate of 3000 MJ/h applies.
- ^Formula One is developing a newsustainable fuelto be used from 2026, the composition of which has not been announced.
Current engine technical specifications
[edit]Combustion, construction, operation, power, fuel and lubrication
[edit]- Manufacturers:Mercedes-Benz,Renault(includingTAG Heuerrebadging until 2018),FerrariandHonda
- Type:Hybrid-powered 4-stroke piston Otto-cycle with efficient combustion process and greater emission engine burning
- Configuration:V6singlehybrid turbochargerengine
- V-angle:90° cylinder angle
- Displacement:1.6litres(98cubic inches)
- Bore:Maximum 80mm(3.150in)
- Stroke:53mm(2.087in)
- Valvetrain:DOHC,24-valve (four valves per cylinder)
- Fuel:98–102 RON unleaded petroleum + 5.75% biofuel
- Fuel delivery:Petrol direct injection
- Direct fuel injection pressure:500bar(7,251.89psi;493.46atm;375,030.84Torr;50,000.00kPa;14,764.99inHg)
- Fuel flow limit:100 kg/h
- Aspiration:Single-turbocharged
- Power output:850 + 160hp(634 + 119kW) @ 10,000 rpm through 12,000 rpm
- Torque:Approx. 600–815N⋅m(443–601lb⋅ft)[83]
- Lubrication:Dry sump
- Maximum revs:15,000rpm(maximum allowed by the regulations, in practice no engine goes much above 12,000 rpm as there is no practical benefit to it)
- Engine management:McLaren TAG-320 (2018) later TAG-320B (2019–present)
- Max. speed:Approximately 370km/h(230mph) (Monza, Baku and Mexico); 340km/h(211mph) normal tracks
- Mass:145kg(319.67lb) complete
- Cooling:Single water pump
- Ignition:High energy inductive
- Exhaust systems:Single exhaust with central exit and extra double small exhaust
Forced induction
[edit]- Turbocharger mass:8kg(17.637lb) depending on the turbine housing used
- Turbocharger spin rev limit:125,000 rpm[clarification needed]
- Pressure charging:Single-stage compressor and exhaust turbine, a common-shaft
- Turbo boost level pressure:Unlimited but mainly typical 400–500 kPa (58–73 psi; 3,000–3,800 Torr; 120–150 inHg) absolute
- Wastegate:Maximum of two, electronic- or pneumatic-controlled
- MGU-K RPM:Max 50,000 rpm
- MGU-K power:Max 120 kW
- Energy recovered by MGU-K:Max 2 MJ/lap
- Energy released by MGU-K:Max 4 MJ/lap from the Energy Storage, unlimited from the MGU-H
- MGU-H RPM:>100,000 rpm
- Energy recovered by MGU-H:Unlimited (> 2MJ/lap)
Records
[edit]Figures correct as of the2024 Dutch Grand Prix
Boldindicates engine manufacturers that have competed in Formula One in the 2024 season.
World Championship Grand Prix wins by engine manufacturer
[edit]Most wins in a season
[edit]By number
[edit]Rank | Manufacturer | Season | Races | Wins | Percentage | Engine(s) | Winning team(s) |
---|---|---|---|---|---|---|---|
1 | Honda RBPT | 2023 | 22 | 21 | 95.5% | Honda RBPTH001 | Red Bull |
2 | Mercedes | 2016 | 21 | 19 | 90.5% | PU106C Hybrid | Mercedes |
3 | Red Bull Powertrains | 2022 | 22 | 17 | 77.3% | RBPTH001 | Red Bull |
4 | Renault | 1995 | 17 | 16 | 94.1% | RS7 | Benetton,Williams |
Mercedes | 2014 | 19 | 84.2% | PU106A Hybrid | Mercedes | ||
2015 | 19 | 84.2% | PU106B Hybrid | Mercedes | |||
7 | Ford | 1973 | 15 | 15 | 100% | DFV | Lotus,Tyrrell,McLaren |
Honda | 1988 | 16 | 93.8% | RA168E | McLaren | ||
Ferrari | 2002 | 17 | 88.2% | Tipo 050, Tipo 051 | Ferrari | ||
2004 | 18 | 83.3% | Tipo 053 | Ferrari | |||
Mercedes | 2019 | 21 | 71.4% | M10 EQ Power+ | Mercedes |
By percentage
[edit]Rank | Manufacturer | Season | Races | Wins | Percentage | Engine(s) | Winning team(s) |
---|---|---|---|---|---|---|---|
1 | Ford | 1969 | 11 | 11 | 100% | DFV | Matra,Brabham,Lotus,McLaren |
1973 | 15 | 15 | DFV | Lotus,Tyrrell,McLaren | |||
3 | Honda RBPT | 2023 | 22 | 21 | 95.5% | RBPTH001 | Red Bull Racing |
4 | Renault | 1995 | 17 | 16 | 94.1% | RS7 | Benetton,Williams |
5 | Honda | 1988 | 16 | 15 | 93.8% | RA168E | McLaren |
6 | Ford | 1968 | 12 | 11 | 91.7% | DFV | Lotus,McLaren,Matra |
7 | Mercedes | 2016 | 21 | 19 | 90.5% | PU106C Hybrid | Mercedes |
8 | Ferrari | 2002 | 17 | 15 | 88.2% | Tipo 050, Tipo 051 | Ferrari |
9 | Ferrari[h] | 1952 | 8 | 7 | 87.5% | Tipo 500,Tipo 375 | Ferrari |
10 | Alfa Romeo[h] | 1950 | 7 | 6 | 85.7% | Tipo 158,Tipo 159 | Alfa Romeo |
Most consecutive wins
[edit]Entry of new engine suppliers
[edit]In December 2021,Audiwrote to the outgoing president of theFIA,Jean Todt,advising him of their intention to enterFormula Onefrom 2026.[85]This is when new engine regulations take effect to introduce more environmentally-friendly powertrains. TheVolkswagen Groupis evaluating entries fromAudiandPorscheand is "close to the finishing line" in terms of its entry intoF1.This would be the first foray ofPorscheinFormula Onesince1991.
See also
[edit]Notes
[edit]- ^Built byIlmorbetween 1994 and 2005
- ^Built byCosworth.Cosworth was supported by Ford for many years (which even owned Cosworth outright from 1998 to 2004), and many of the Cosworth designs – from 1966 to 2004 – were owned by Ford and specifically named as Ford engines (contrary to the sometimes seen Ford-Cosworth or Ford/Cosworth vernacular) under various contracts.
- ^abBuilt byHonda
- ^Built byPorsche
- ^TheIndianapolis 500was part of the World Drivers' Championship from 1950 to 1960
- ^Built byRenault
- ^Built byMercedes
- ^abFrom1950to1960,theIndianapolis 500was part of the World Drivers' Championship, though the Indianapolis 500 was held toAAAregulations rather than Formula One regulations. During those 11 years, only once did a regular Formula One driver enter an Indianapolis 500 race, when eventual 1952 Formula One World Drivers' ChampionAlberto Ascaricompeted inthe 1952 race,retiring on lap 40 of 200.[84]Thus, Alfa Romeo did not attempt to achieve a 100% sweep in 1950, and Ferrari failed in its attempt to complete the sweep in 1952.
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External links
[edit]![](https://upload.wikimedia.org/wikipedia/en/thumb/4/4a/Commons-logo.svg/30px-Commons-logo.svg.png)
- Formula One EnginesIn-depth article covering facts, evolution and tech specs of F1 engines 2009
- Racecar EngineeringF1 Engines