F1 Engines: A History of Power and Innovation

This article provides a comprehensive overview of Formula One engines, tracing their evolution from the early days of the sport to the modern hybrid era. It explores the key milestones in F1 engine development, including the introduction of turbocharging, the dominance of the Cosworth DFV, and the transition to the current 1.6-liter V6 hybrid power units.

• Explore the various configurations and regulations that have shaped F1 engine development throughout the years.
• Discover the impact of key engine manufacturers such as Honda, Ferrari, and Mercedes on the sport.
• Learn about the technical specifications of the current generation of F1 engines, including the ERS systems and forced induction technologies.

Early Days: 1947–1953

The early days of Formula One saw a variety of engine regulations, with a focus on large-displacement, naturally aspirated engines, and supercharged engines.

• The pre-war voiturette engine regulations allowed for 4.5-liter atmospheric and 1.5-liter supercharged engines.
• The Indianapolis 500, which became part of the F1 World Championship in 1950, used pre-war Grand Prix regulations, allowing for 4.5-liter atmospheric and 3.0-liter supercharged engines.
• The power range during this era was impressive, with engines reaching up to 425 hp (317 kW), and the BRM Type 15 of 1953 reportedly achieving 600 hp (447 kW) with a 1.5-liter supercharged engine.

The Transition to Smaller Engines: 1954–1965

The mid-1950s saw a shift towards smaller engine sizes in Formula One, as the FIA sought to reduce costs and improve safety.

• Naturally-aspirated engine size was reduced to 2.5-liter in 1954, while supercharged cars were limited to 750 cc. No constructor built a supercharged engine for the World Championship.
• The Indianapolis 500 continued to use the old pre-war regulations.
• The power range during this era was around 290 hp (216 kW), highlighting the significant reduction in power compared to the previous era.

The Rise of the Cosworth DFV: 1966–1986

The introduction of the Cosworth DFV in 1967 marked a turning point in Formula One, bringing a new level of standardization and affordability to engine development.

• The FIA increased engine capacity to 3.0-liter atmospheric and 1.5-liter compressed engines, further shifting the focus towards larger engines.
• The Cosworth DFV, a 3-liter V8 engine, became the dominant engine in Formula One, powering many teams and manufacturers for over 15 years. It's been considered one of the most successful engines in motorsport history.
• The DFV's success led to a period of relative stability in F1 engine development, with most teams relying on the DFV or similar designs.
• The introduction of turbocharging by Renault in 1977 challenged the DFV's dominance, showcasing the potential of forced induction for increased power output.
• By the mid-1980s, almost every Formula One car was running with a turbocharged engine, demonstrating the significant impact of turbocharging on the sport.

Turbo Era: 1987–1988

The turbocharged era was a period of intense competition and technological innovation in Formula One, characterized by extremely powerful engines and a relentless pursuit of performance.

• Turbocharging was allowed for two seasons before being banned, with the FIA limiting boost pressure to 4 bar in qualifying in 1987 for 1.5-liter turbo engines and a larger 3.5-liter formula.
• Fuel tank sizes were reduced to limit the amount of boost used in a race.
• Honda dominated the 1987 season with its RA167E V6 turbo, powering Nelson Piquet to the Drivers' Championship.
• The 1988 season saw continued dominance by Honda, with its RA168E V6 turbo powering Ayrton Senna and Alain Prost to 15 wins out of 16 races in the McLaren MP4/4.

Naturally Aspirated Engines: 1989–1994

The ban on turbochargers in 1989 led to a return to naturally aspirated engines, which initially saw a return of the Cosworth DFV and the rise of other manufacturers like Honda, Ferrari, and Renault.

• Honda's RA109E V10 engine, powering the McLaren cars, dominated the 1989 season.
• The 1990 season saw Honda remain competitive, while Ferrari, powered by its Tipo 036 V12, emerged as a strong contender.
• Honda's dominance continued in 1991, powering Ayrton Senna to the World Championship in the McLaren MP4/6.
• Renault engines, powering the Williams cars, became dominant in 1992, continuing their success through the mid-1990s.
• Ferrari's final V12 engine, the Tipo 044/1, was used in 1995. The engine's design was largely influenced by major regulation changes imposed by the FIA after the dreadful events during the year before.
• By the end of the 1994 season, Ferrari's Tipo 043 V12 was producing around 850 hp, marking the most powerful naturally aspirated V12 engine ever used in Formula One.

The 3.0-liter Era: 1995–2005

The 1990s saw the introduction of the 3.0-liter engine formula, which further reduced engine size but still saw significant power output and impressive RPMs.

• Renault engines continued their dominance in the early 1990s, powering Williams and Benetton to consecutive world championships.
• Mercedes engines became dominant in the late 1990s, powering Mika Häkkinen to two world championships in the McLaren MP4/13 and MP4/14.
• Ferrari, after switching to V10 engines in 1996, gradually improved their performance, emerging as a strong competitor by the early 2000s.
• BMW entered the sport as an engine supplier in 2000, powering the Williams cars and achieving significant power output in later years.
• The FIA introduced new regulations in 2005 limiting each car to one engine per two Grand Prix weekends, emphasizing engine reliability.
• Despite the emphasis on reliability, power outputs continued to rise, with most teams achieving 900+ hp by 2005.

The V8 Era: 2006–2013

The 2006 season saw the introduction of the 2.4-liter V8 engine formula, which reduced engine capacity further and marked a significant change in sound and performance. The era also saw the introduction of KERS.

• The FIA implemented a 95 kg minimum weight for the engines and a 19,000 rpm mandatory rev limiter in 2007.
• Cosworth returned to the sport in 2010, supplying engines to Williams and other new teams.
• BMW and Toyota withdrew from Formula One in 2010 due to the recession.
• The use of KERS (Kinetic Energy Recovery System), which allowed teams to recover energy during braking and deploy it for short bursts of power, became a key feature of this era.

The Hybrid Era: 2014–Present

The 2014 season saw a radical shift in Formula One engine technology with the introduction of 1.6-liter V6 turbocharged hybrid engines.

• The FIA introduced new regulations allowing kinetic and heat energy recovery systems, leading to the development of the Motor Generator Unit – Kinetic (MGU-K) and Motor Generator Unit – Heat (MGU-H) systems.
• The new engines featured forced induction, with all manufacturers opting for turbochargers.
• The fuel flow rate was restricted to 100 kg of petrol per hour, influencing engine performance and sound.
• Honda returned to the sport as an engine supplier in 2015, powering McLaren and later Red Bull.
• Red Bull took over the Honda engine project in 2022 and created Red Bull Powertrains, becoming an engine manufacturer in its own right.

The Future of F1 Engines: 2026 Onwards

New engine regulations will be introduced for the 2026 season, with a focus on sustainability and increased power output. The turbocharged 1.6-liter V6 internal combustion engine configuration will be retained, with a greater emphasis on energy recovery.

• The MGU-H (Motor Generator Unit – Heat) will be banned, while the MGU-K's (Motor Generator Unit – Kinetic) output will increase to 350 kW (470 hp).
• The power output of the internal combustion part of the power unit will decrease to 400 kW (540 hp), with a greater focus on energy efficiency.
• The new power units will run on a fully sustainable fuel, developed by Formula One, emphasizing the sport's commitment to environmental responsibility.
• Audi and Ford are both set to become engine providers for the 2026 season, marking the entry of new manufacturers into the sport and bringing fresh perspectives to engine technology.
• Honda, under its subsidiary Honda Racing Corporation, will return as a manufacturer for the 2026 season, confirming its continued interest in Formula One.