V12, then V10, then V8, now V6… The history of modern F1 engines is intriguing… but many fans don’t know about its interesting details!
V12 engines
1989-1994
3500cc
560-850hp
120-160kg
Up to 15.800rpm
In reality, only the displacement was mandated - teams could choose the layout (examples are the V8 by Ford, the V10 by HONDA, and the V12 by Ferrari). However, this was the last era in which V12s were competitive.
The most powerful was Ferrari’s ‘Tipo 043’ V12 engine It produced 865hp at 15800rpm! Having more (12) cilynders than the competitors, these were smaller: the engine could rotate faster, producing more power for the same level of torque. And surely among the best-sounding ever!
V10 engines
1995-2005
3000cc
600-965hp
90-120kg
Up to 20.000rpm
The V10 layout was only mandated from 2000 onwards, but since ‘98 all teams used it, as it performed the best They used exotic materials (beryllium) to reduce the mass (90kg!) and inertia📷Higher revs and power.
These 3000cc were introduced over the previous ones to reduce the power But the exotic materials and reduced dimensions increased the revolutions so much that they became even more powerful while being much lighter! The ideal racing engine: compact, light and insanely powerful!
At the end of the era, they produced around 100hp more than the more powerful 3500cc ever, despite the 500cc reduction. The most powerful was HONDA’s 2005 engine: an upgrade, brought in Suzuka, made it produce 965hp: the most powerful naturally aspirate F1 engine in history.
V8 engines
2006-2013
2400cc
720-800hp
95kg (mandated)
Up to 20.500rpm initially (mandated maximum was 19.000 from 2007, and 18.000 from 2009)
This further downsizing was mandated to reduce power… but differently from the 3000cc, they never recovered it (due to stricter rules)
However, the 2006 ones were the highest revving engines in F1 history! (They still are). The Renault one reached 20.500rpm! As the torque is approximately proportional to the displacement, they produced their power through high-revs (they had less torque than a 2.0L diesel!)
From 2009 onwards, the teams could choose to use the KERS system: a small electric motor that produced 82hp for 6s per lap that could be used strategically to attack or defend. The battery was recharged through regenerative braking (using the car’s kinetic energy).
V6 engines
2014-today
1600cc turbo+ electric engine
760-1000hp (162hp from the electric engine)
145kg (mandated)
Maximum revs: 15000rpm (but car upshift around 12000rpm)
The biggest revolution so far!
800cc and 2 cilinders less
Turbo and proper hybrid system added
The 50kg increase and the initially modest power made the cars much slower… and why are they so silent? The exhaust energy is partially used by the turbocharger and the MGU-H, which extract most of it. The lower revs also don’t help… But there are some crazy stats on them!
Thermal efficiency (considering the energy recovery too) of 52%: most road cars’ engines have around 20% when running on the highway.
Peak power over 1000hp (Mercedes started with around 820hp in 2014, Renault with 760hp)
How is this insane efficiency achieved?
Very high combustion temperatures and turbulence
Kinetic energy partially recovered by the MGU-K
Thermal energy partially recovered by the MGU-H
Additional energy further extracted from the exhaust gas by the turbine
Recap:
3500cc V12: Highest displacement, highest torque (for a naturally aspirated engine)
3000cc V10: lightest, highest power (for a N/A engine)
2400cc V8: highest revs, but lowest torque and power
1600cc turbo hybrid V6: highest power, torque and efficiency
I hope you enjoyed the summary! This is only scratching the surface of course, but I hope to make you a bit more knowledgeable about this central car component.
