Under The Hood: Exploring The Power Dynamics Of F1 Engine Specs

The F1 engine has a rich history that dates back to the late 1940s. Over the years, the sport has seen various engine regulations and formulae aimed at enhancing performance and competitiveness on the track. These regulations have evolved with the changing times and advancements in technology.

One of the most significant developments in Formula One engines occurred in 2014 when the sport introduced hybrid power units. These power units combine a traditional internal combustion engine with an electric motor and control electronics, giving rise to a new era of engine technology.

The transition to hybrid power units brought about several benefits, including increased power output, improved fuel efficiency, and decreased environmental impact. These power units harness both kinetic and mechanical energy recovery systems to generate extra power, making the engines more efficient and sustainable.

Furthermore, engine regulations were put in place to ensure fairness and competitive balance. These regulations govern aspects such as engine capacity, maximum speed, and minimum weight, ensuring that all teams have equal opportunities to succeed on the track.

As Formula One continues to push the boundaries of engine technology, engine manufacturers are constantly working towards improving engine reliability, performance, and efficiency. With the integration of sustainable fuels and advancements in engine tuning, Formula One engines are continuously evolving to meet the demands of this high-intensity sport.

F1 Engine History

The history of Formula 1 engines is rich and diverse, reflecting the constant evolution of technology within the sport. In the late 1960s, engines with internal combustion became the dominant power units in Formula 1, and this tradition continues to this day. Over the years, engine regulations have undergone significant changes, resulting in a reduction in engine capacity and the introduction of turbo engines. Today, the engines used in Formula 1 are V6 turbo engines with a 3.0-litre engine capacity. Engine development and tuning are crucial aspects of the sport, as teams and engine manufacturers constantly strive to improve performance gains while ensuring engine reliability. The introduction of energy recovery systems, such as kinetic and regenerative braking systems, has further enhanced the overall power output and efficiency of the engines. Additionally, sustainability is an important factor, with the use of sustainable fuels being explored to reduce environmental impact. Overall, the history of Formula 1 engines is a testament to innovation, competitiveness, and the pursuit of excellence in motorsports.

1947–1953

From 1947 to 1953, Formula One engines operated under the regulations of pre-war voiturette engine rules. These regulations allowed for a wide power range, with engines available in both naturally aspirated and supercharged versions. The atmospheric engines had a maximum capacity of 4.5 liters, while the supercharged engines were limited to 1.5 liters of displacement.

During this era, one notable example was the BRM Type 15, which featured a 1.5-liter supercharged engine. This engine was capable of producing a considerable amount of power, demonstrating the potential of the smaller displacement engines in delivering impressive performance.

The 1947-1953 period saw a diverse range of engines being used in Formula One, with teams exploring different configurations and power outputs. These engines played a crucial role in shaping the early years of the sport, as manufacturers and teams sought to develop powerful and reliable engines that could propel their drivers to victory on the race track.

Overall, the era of 1947-1953 Formula One engines was marked by experimentation and innovation, as teams and manufacturers sought to push the boundaries of engine technology and performance. The use of pre-war voiturette engine regulations, with a maximum capacity of 4.5 liters for atmospheric engines and 1.5 liters for supercharged engines, allowed for a wide range of power outputs and engine configurations, contributing to the excitement and diversity of early Formula One racing.

1954–1960

During the period between 1954 and 1960, significant changes occurred in the history of Formula 1 engines. One notable change was the reduction in engine size for naturally-aspirated engines. The engine capacity was limited to 2.5 liters, which brought about a shift in the overall power and performance of the vehicles. Additionally, supercharged cars were restricted to a maximum capacity of 750 cc.

Despite these limitations, the power range of the naturally-aspirated engines still reached impressive levels, with some engines producing up to 290 horsepower. During this time, there were no supercharged engines built specifically for the World Championship, indicating a shift towards naturally-aspirated engines as a dominant force in Formula 1.

Overall, the period from 1954 to 1960 marked a transition in engine specifications and regulations in Formula 1. The reduction in engine size for naturally-aspirated engines, along with the limitation of supercharged cars, created an environment where the power range and performance capabilities of the engines were enhanced, thus setting the stage for further advancements in the future.  

1961–1965

During the period of 1961-1965, Formula One witnessed significant advancements and changes in its engines. One of the key transitions during this time was the shift from the 2.5-liter engine formula to the reduced engine 1.5-liter formula. This change aimed to reduce costs and increase competition among manufacturers.

The reduced engine formula not only impacted the size of the engines but also increased the average power output. With the reduction in engine capacity, engine builders had to focus on extracting more power and efficiency from the smaller units. As a result, the average power of Formula One engines saw a substantial rise during this period.

Another significant change was the introduction of mid-engined cars. This shifted the weight distribution, resulting in improved handling and better cornering capabilities. With the engine now located behind the driver, the placement enhanced overall performance, giving drivers more control and allowing for faster lap times.

These advancements in engine technology and the introduction of mid-engined cars played a crucial role in shaping the future of Formula One. The transition to the reduced engine formula and the increase in overall power helped enhance the competitive nature of the sport. This period marked a significant shift for Formula One as it continued to evolve and push the boundaries of performance engineering. These changes set the stage for further innovations in the years to come, leading to the Formula One we know today.

1966–1986

The epoch spanning from 1966 to 1986 in the realm of Formula One engines was nothing short of a revolutionary period, marked by significant technological advancements and strategic shifts that would shape the future of the sport. In 1966, Formula One witnessed a pivotal change in its engine regulations, transitioning from the 1.5-litre engines to a more powerful and robust 3.0-litre capacity, which opened new horizons for power and speed in the racing world. This era was characterized by the dominance of the Ford-Cosworth DFV engine, which made its debut in 1967 and quickly became the power unit of choice for numerous teams, owing to its potent combination of power, reliability, and accessibility. The DFV, designed by Keith Duckworth, not only redefined performance standards but also democratized racing by providing independent teams with a competitive engine that could challenge the established manufacturers.

As the 1970s unfolded, the landscape of Formula One began to witness the emergence of turbocharging technology, which promised to unlock new potentials in speed and performance. Initially, teams were skeptical about the reliability and viability of turbocharged engines, given their susceptibility to mechanical failures and the challenges posed by turbo lag. However, the persistent endeavors of engineers and the audacious spirit of teams like Renault, who introduced their turbocharged engine in 1977, gradually altered perceptions. The turbo era, which reached its zenith in the 1980s, was synonymous with unparalleled speeds and staggering power outputs, with engines sometimes producing in excess of 1000 horsepower in qualifying trim. The spectacle of these formidable machines battling on the track captivated audiences worldwide and etched an indelible mark on the annals of motorsport history.

Yet, the sheer power of the turbocharged engines was not without its challenges and controversies. The formidable force exerted by these power units necessitated advancements in tire technology and chassis design to manage the enhanced power and speed effectively. Moreover, concerns regarding safety began to permeate the sport, as the machines were pushing the boundaries of what was deemed controllable and secure. The governing bodies, grappling with the dual imperative of ensuring safety while preserving the competitive spirit of the sport, introduced a slew of regulations aimed at curbing the excesses of the turbo era. These included restrictions on boost pressure and fuel capacity, which compelled teams and engineers to navigate through a complex matrix of maximizing power while adhering to the regulatory confines.

In navigating through the myriad of challenges and opportunities presented during this period, Formula One witnessed a confluence of engineering ingenuity, strategic mastery, and audacious driving that would lay the foundation for the subsequent eras of the sport. The tales of the 3.0-litre and turbocharged engines, with their symphony of power and complexity, continue to resonate as a testament to the relentless pursuit of speed, innovation, and glory that defines Formula One.

1987–1988

1987–1988 marked a significant period in the history of F1 engines, characterized by the dominance of turbocharged power units. Turbocharging, a form of forced induction, enabled teams to extract higher power outputs from their engines. However, due to concerns over safety and increased costs, turbochargers were eventually banned from the sport.

During this time, the leading engine suppliers were Honda and TAG-Porsche. Honda’s RA167E V6 turbo engine proved to be a force to be reckoned with, delivering impressive performance gains. This engine, combined with the McLaren MP4/3 chassis, propelled Ayrton Senna to his first World Championship title in 1988.

TAG-Porsche’s P01 V6 engine also made a significant impact on the field. Utilized by McLaren’s other driver, Alain Prost, the TAG-Porsche power unit contributed to the team’s overall dominance during this era.

Other notable engine models included Honda’s RA166E and Ferrari’s 033D V6. These engines further highlighted the advancements in engine technology and the push for greater power outputs.

The turbo era of F1 engines sparked intense competition among engine manufacturers, spurring innovations in engine development and tuning. However, the ban on forced induction would soon come into effect, leading to a shift in engine regulations and the return to naturally aspirated engines.

The turbo domination of 1987–1988 showcased the power and potential of forced induction engines, leaving a lasting impact on the sport’s history.

1989–1994

The years 1989 through 1994 in Formula One were marked by a cascade of technological innovations, regulatory changes, and poignant moments that would indelibly shape the trajectory of the sport. The commencement of this era was underscored by the phasing out of the immensely powerful turbocharged engines, which had defined the previous epoch with their staggering speed and formidable power. The 1989 season introduced a new set of regulations that mandated the use of 3.5-litre naturally aspirated engines, heralding a new chapter that prioritized precision engineering and strategic acumen over sheer power.

In this new dawn, the prowess of the Honda V10, the Ford V8, and subsequently, the Renault V10 engines became emblematic of success on the track, intertwining their legacies with those of the teams and drivers they propelled to victory. The engines, while not as overpoweringly fast as their turbocharged predecessors, brought forth a nuanced complexity in terms of strategy and reliability, where the orchestration of pit stops, fuel management, and tire wear became pivotal in clinching victory.

The technological advancements were not confined to the engines alone. The period witnessed the advent and proliferation of semi-automatic gearboxes, active suspension systems, and traction control, all of which sought to harness the power of the new generation of engines effectively and efficiently. Teams like Williams and McLaren were at the forefront of these innovations, leveraging technological prowess to gain a competitive edge in the fiercely contested battles on the track.

However, the era was also punctuated by a series of events that would cast a somber shadow over the sport. The tragic weekend at Imola in 1994, which witnessed the loss of Ayrton Senna and Roland Ratzenberger, became a stark reminder of the inherent dangers of motorsport and catalyzed a renewed and enduring emphasis on safety within Formula One. The aftermath of the tragedy saw the introduction of a myriad of safety measures and regulations, aimed at safeguarding the lives of the drivers, team personnel, and spectators.

In the midst of triumph and tragedy, the period from 1989 to 1994 encapsulated a microcosm of the myriad facets of Formula One, intertwining moments of exhilarating speed, technological advancements, strategic masterclasses, and poignant reflections on the fragility of life. The echoes of this era reverberate through the annals of the sport, serving as a reminder of the relentless pursuit of excellence and the imperative of preserving the sanctity of life in the high-octane world of Formula One.

1995–2005

From 1995 to 2005, Formula One entered a period where technological advancements, regulatory shifts, and the emergence of iconic rivalries coalesced to sculpt a distinctive chapter in its storied history. The mid-90s ushered in a new era with a reduction in engine size from 3.5-litre to 3.0-litre, a move that sought to curtail speeds while amplifying the importance of aerodynamic efficiency and strategic prowess within the sport.

In the realm of power units, the V10 engines became synonymous with the auditory and performance identity of Formula One during this period. The scream of the V10s, produced by the likes of Renault, Ferrari, and Mercedes, became emblematic of an era where engineering ingenuity was married to a raw, unbridled pursuit of speed. Teams like Ferrari, Williams, and McLaren, each with their unique strengths and philosophies, engaged in fierce battles that unfolded on tracks across the globe, providing a spectacle that enthralled audiences and deepened the global footprint of the sport.

The era was also illuminated by the rise of legendary figures and the crafting of rivalries that would be etched into the annals of the sport. The duel between Michael Schumacher and Mika Häkkinen, representing Ferrari and McLaren respectively, captivated fans with a blend of skill, determination, and moments of sheer audacity that defined the pinnacle of motorsport. Schumacher, with his meticulousness and unyielding will to win, and Häkkinen, with his calm demeanor juxtaposed with his aggressive driving style, provided a narrative that transcended the confines of the racetrack, embodying a battle of not just machines, but of contrasting personalities and approaches to the sport.

Technological innovations also permeated this epoch, with teams exploring advancements in areas such as traction control, launch control, and various electronic driver aids. These technologies, while enhancing performance, also sparked debates regarding the balance between driver skill and technological intervention, a discourse that would shape regulatory decisions in the years to come.

The latter part of this period witnessed a dominant reign by Ferrari and Michael Schumacher, a partnership that would rewrite the record books and become a symbol of excellence and controversy in equal measure. Their dominance, while showcasing a masterful execution of strategy, development, and driving, also prompted reflections on competition and regulations within the sport. The FIA, in response to the evolving dynamics, introduced a series of regulatory changes aimed at enhancing competition, safety, and spectacle, including alterations to qualifying formats and the points system.

Navigating through a decade marked by intense rivalries, technological exploration, and regulatory evolution, Formula One wove a tapestry that mirrored the complexities and exhilarations of human endeavor. The period from 1995 to 2005, with its triumphs, controversies, innovations, and tragedies, stands as a testament to the sport’s perpetual motion forward, always in pursuit of greater speeds, competition, and narratives that resonate across generations.

2006–2013

From 2006 to 2013, Formula One experienced significant changes in engine regulations. During this period, the engines had a maximum capacity of 2.4 liters and were designed as 90° V8. The regulations also mandated a minimum weight of 95 kg for the engines.

To further control the engines’ performance, there were restrictions on certain components. For instance, fuel injectors were limited to a maximum of eight per engine, while spark ignition systems were allowed only a single coil per cylinder.

These regulations were put in place to maintain a level playing field and ensure fair competition among the teams. Additionally, they aimed to maintain a balance between engine power and reliability.

In terms of performance, the engines produced impressive power outputs. They were capable of revving up to a maximum of 19,000 rpm. This high engine speed allowed for thrilling races with quick acceleration and impressive speeds on the straights.

Overall, the 2006-2013 era showcased the evolution of Formula One engines. These engines adhered to strict regulations, ensuring fair competition while still providing exhilarating power and performance on the track.

2014–2021

From 2014 to 2021, Formula One saw significant changes in its engines, which had a profound impact on the sport. During this period, the sport transitioned to using 1.6-litre V6 hybrid engines, marking a departure from the previous 2.4-litre V8 engines. These new engines emphasized a more sustainable approach by incorporating energy recovery systems.

The introduction of these 1.6-litre V6 hybrid engines brought about an increase in horsepower and a reduction in engine capacity. The engines now featured a turbocharger and were equipped with energy recovery systems such as the Kinetic Energy Recovery System (KERS) and the Motor Generator Units (MGU-K and MGU-H). These systems allowed for the recovery and utilization of both kinetic and heat energy, resulting in improved performance and efficiency.

Several engine manufacturers were involved in the development and supply of these power units during this time, including Mercedes, Ferrari, and Renault. However, 2021 saw the withdrawal of Honda as a power unit supplier, leaving three engine manufacturers on the grid.

Overall, the period from 2014 to 2021 witnessed a transformation in Formula One engines, with the introduction of 1.6-litre V6 hybrid engines, the inclusion of energy recovery systems, and an increase in horsepower. These changes not only made the engines more efficient and eco-friendly but also added new dimensions to the sport, pushing the boundaries of technology and performance.

2022–2025

In the period spanning from 2022 to 2025, Formula 1 witnessed significant changes in engine regulations as a result of negotiations with constructors and potential manufacturers. These changes aimed to strike a balance between technological advancement, cost control, and sustainability.

One of the key agreements reached during this period was the retention of the 1.6L V6 configuration, which had been introduced in 2014. This decision was in line with the sport’s goals of maintaining a balance between power and efficiency while reducing carbon emissions.

Another notable change was the abandonment of the Motor Generator Unit–Heat (MGU-H) system, which had been a part of the power units since 2014. The removal of the MGU-H aimed to simplify the power unit and reduce costs, while still maintaining high levels of performance.

To achieve a level playing field and encourage the entry of new manufacturers, a freeze on power unit design was also implemented during this period. This freeze meant that engine manufacturers could no longer develop their power units beyond a certain point, ensuring cost control and preventing a costly engine development arms race.

Overall, the changes implemented in the 2022–2025 period aimed to strike a balance between performance, sustainability, and cost control. By retaining the 1.6L V6 configuration, removing the MGU-H system, and implementing a freeze on power unit design, Formula 1 aimed to create a sustainable and competitive environment for teams and manufacturers.

2026 onwards

In 2026, Formula One is set to introduce new engine regulations that will bring significant changes to the power units used in the sport. One of the key changes is the modification of the turbocharged 1.6 V6 internal combustion engine configuration. This alteration aims to enhance both performance and sustainability.

Another notable change is the increase in the electrical energy capacity of the MGU-K (Motor Generator Unit – Kinetic), which will provide teams with more electrical power during races. At the same time, the current MGU-H (Motor Generator Unit – Heat) will be removed from the power unit.

Additionally, the new engine regulations will implement fuel flow rates based on energy, instead of the current strict limits on fuel consumption. This change will allow teams to efficiently manage their fuel loads while optimizing performance.

An exciting development in this transition is Audi’s recent announcement to become a power unit manufacturer starting 2026. This move highlights the appeal and potential of Formula One’s new engine regulations, attracting new engine manufacturers to the sport.

Overall, the upcoming changes promise to deliver more sustainable, yet high-performance power units for Formula One, shaping the future of the sport.

F1 engine rules

Formula 1 engines are subject to strict rules and regulations that govern their type, specifications, and limitations. Currently, the engines used in Formula 1 are known as power units, consisting of an internal combustion engine combined with an electric motor and control electronics. The engine regulations dictate several key aspects of these power units.

One of the main restrictions is on engine capacity, which is currently set at a maximum of 1.6 liters. Furthermore, the power output of the engine is limited to an approximate 850 horsepower. In addition to these limitations, the engine manufacturers and teams must adhere to fuel usage restrictions. They must use sustainable fuels with specific energy content limits and adhere to a maximum fuel load for each race.

Another important aspect is energy recovery systems, which aim to harness and reuse energy that would otherwise be wasted. Formula 1 cars utilize both kinetic and mechanical energy recovery systems, converting energy from braking and exhaust gas into electrical power. This energy can then be deployed for an extra power boost during overtaking or used to reduce fuel consumption.

When designing and developing their engines, manufacturers and teams must consider factors such as engine reliability, engine weight, and engine efficiency. The engines need to withstand high engine speeds, endure harsh race conditions, and comply with the minimum weight requirements. Moreover, engine builders must continually work on engine development to achieve performance gains within the confines of the regulations.

F1 Engine Rules Explained

Components and Allocations

F1 power units consist of several elements: the internal combustion engine (ICE), motor generator unit-heat (MGU-H), motor generator unit-kinetic (MGU-K), turbocharger, energy store (ES), control electronics (CE), and exhaust. For the 2023 season, drivers are allowed to use up to four ICEs, MGU-Hs, MGU-Ks, and turbochargers, two energy stores and control electronics, and eight of each of the four elements that make up a set of exhaust systems without incurring penalties.

Penalty Application

Penalties are applied when drivers exceed the allocated number of power unit components. The first time a driver exceeds the allocation of any of the seven elements, a 10-place grid penalty is applied. Subsequent breaches for the same element result in a five-place grid drop. If a driver accumulates penalties exceeding 15 grid places, they must start the race from the back of the grid. The FIA has clarified the process to determine grid positions when multiple drivers incur penalties.

Engine Usage and Penalties

A new power unit element is considered ‘used’ once the car leaves the pit lane during an official session. If a driver uses more power unit elements than allowed, grid place penalties are imposed at the first event where each additional element is used. If a driver introduces more than one of the same element that is subject to penalties, only the last element fitted may be used at subsequent events without further penalty.

Engine Freeze

An engine freeze was implemented in 2022 and is set to run until the end of the 2025 campaign. During this period, manufacturers may apply to the FIA to make modifications to power unit elements for reliability, safety, cost-saving, and minimal incidental changes. The engine freeze allows manufacturers to focus their resources on developing new power units for 2026 without the need to continually enhance the current generation of engines.

Achieving 1,000 HP from 1.6-Liter F1 Engines

Formula 1 engines are a marvel of modern engineering, achieving a staggering 1,000 horsepower from a mere 1.6 liters of displacement. This incredible feat is accomplished through a combination of advanced internal combustion engine technology and a sophisticated hybrid system.

Hybrid System: MGU-K and MGU-H

The hybrid system in F1 engines consists of two main components: the Motor Generator Unit – Kinetic (MGU-K) and the Motor Generator Unit – Heat (MGU-H). The MGU-K is capable of providing an additional 160 horsepower by converting kinetic energy generated during braking into electrical energy, which is then stored and can be used to boost power to the crankshaft. On the other hand, the MGU-H is connected to the turbocharger, converting heat energy from exhaust gases into electrical energy, which can either be used to power the MGU-K or be stored for later use. This system not only provides additional power but also mitigates turbo lag, enhancing engine efficiency and performance.

Pre-Chamber Ignition Technique

One of the key technologies that enable such high power output from a small displacement is the pre-chamber ignition. This involves a secondary combustion chamber inside each cylinder that ignites a small amount of the air-fuel mixture before the main combustion event. The ignited mixture then exits through tiny holes into the main cylinder, causing a much larger, more powerful ignition of the remaining air-fuel mixture. This technology allows for more efficient combustion and significantly enhances power output.

Turbocharging and Fuel Efficiency

Turbocharging is another crucial technology that enables F1 engines to achieve such high power outputs. The turbocharger increases the density of the air entering the engine, allowing for more fuel to be burned and thus more power to be produced. Furthermore, F1 engines are subject to strict fuel flow rate and capacity regulations, necessitating extremely efficient combustion. Engineers optimize every aspect of the combustion process, from the air-fuel mixture to the ignition timing, to extract the maximum possible power from every drop of fuel.

Material and Design Innovation

The materials and design of the engine components are also crucial in achieving high power outputs. Lightweight, durable materials are used to withstand the extreme pressures and temperatures within the engine, while advanced design techniques ensure optimal airflow and combustion efficiency. Every component of the engine, from the pistons to the exhaust, is meticulously designed and tested to ensure it contributes to the overall performance and efficiency of the power unit.

In essence, the achievement of 1,000 horsepower from just 1.6 liters in F1 engines is a symphony of advanced technologies, innovative engineering, and strategic management of energy resources. The combination of hybrid technology, pre-chamber ignition, turbocharging, and sophisticated materials and design allows these power units to produce incredible power while adhering to the stringent regulations of the sport.

F1 engine suppliers for 2023

In 2023, teams are powered by engines from a select few suppliers, each bringing their unique engineering prowess to the fore. The F1 engine suppliers, namely Ferrari, Mercedes, Honda, and Renault, have forged alliances with specific teams, providing them with the power units that are the heartbeat of every F1 car.

Teams and Their Engine Suppliers

Multi-Team Suppliers: Ferrari and Mercedes

Ferrari and Mercedes, two titans in the F1 engine supplier domain, extend their engineering expertise to multiple teams. Ferrari supplies its power units to Scuderia Ferrari, Alfa Romeo Racing, and Haas F1 Team, while Mercedes provides its engines to Mercedes-AMG Petronas, McLaren F1 Team, Aston Martin Cognizant, and Williams Racing. These suppliers, with their rich history and proven track record in F1, empower various teams with the requisite power and reliability to compete at the pinnacle of motorsport.

Exclusive Supplier: Red Bull and Honda

In a distinct approach, Red Bull, through its partnership with Honda, exclusively supplies engines to its own teams: Red Bull Racing and Scuderia AlphaTauri. This exclusivity allows for a concentrated focus on aligning the engine development and performance with the specific needs and strategies of the Red Bull teams.

The Future Landscape: Audi and Ford

Looking towards the future, the F1 engine supplier landscape is set to witness a significant shift with the entry of Audi and Ford in 2026. These automotive giants will bring their own engineering philosophies and technological innovations to the sport, potentially reshaping the competitive dynamics and technological advancements within F1.

In conclusion, the F1 engine suppliers, with their technological innovations and strategic partnerships with teams, play a crucial role in defining the performance and competitive narratives within the sport. The future, especially with the entry of Audi and Ford, holds promising prospects for further evolution and excitement in the world of Formula 1.

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Formula 1 Engine Fast Facts

Power Unit Specification

• Minimum Weight: 145 kg
• Power Unit Perimeter: Includes Internal Combustion Engine (ICE), Motor Generator Unit – Kinetic (MGU-K), Motor Generator Unit – Heat (MGU-H), Turbocharger (TC), Energy Store (ES), and Control Electronics (CE).
• Power Unit Allocation: Three ICE/TC/MGU-H per driver per season and Two MGU-K/ES/CE per driver per season.

Internal Combustion Engine (ICE)

• Capacity: 1.6 litres
• Cylinders: Six
• Bank Angle: 90
• No. of Valves: 24
• Max RPM ICE: 15,000 rpm
• Max Fuel Flow Rate: 100 kg/hour (above 10,500 rpm)
• Fuel Injection: High-pressure direct injection (max 500 bar, one injector/cylinder)
• Pressure Charging: Single-stage compressor and exhaust turbine on a common shaft
• Max RPM Exhaust Turbine: 125,000 rpm

Energy Recovery System (ERS)

• Architecture: Integrated Hybrid energy recovery via electrical Motor Generator Units
• Energy Store: Lithium-Ion battery solution of 20 kg regulation weight
• Max energy store/lap: 4 MJ
• Max RPM MGU-K: 50,000 rpm
• Max Power MGU-K: 120 kW (161 hp)
• Max Energy Recovery / Lap MGU-K: 2 MJ
• Max Energy Deployment / Lap MGU-K: 4 MJ (33.3s at full power)
• Max RPM MGU-H: 125,000 rpm
• Max Power MGU-H: Unlimited
• Max Energy Recovery / Lap MGU-H: Unlimited
• Max Energy Deployment / Lap MGU-H: Unlimited

Fuel & Lubricants

• Fuel: PETRONAS Primax
• Lubricants: PETRONAS Syntium
• Functional Fluids: PETRONAS Tutela Transmission/Hydraulic/Energy Recovery System (ERS) Cooling Fluids

The above stats are for the Mercedes-AMG M10 EQ Power+ Power Unit.