page_title: Formula One car
section_title: Engines
hierarchical_section_title: Formula One car / Engines
caption_attribution_description: Renault F1: Renault RS26 (2006), V8 engine, 2,398cc, at the Salão Internacional do Automóvel (International Automobile Trade Show).
context_page_description: A Formula One car is a single-seat, open cockpit, open-wheel racing car with substantial front and rear wings, and an engine positioned behind the driver, intended to be used in competition at Formula One racing events. The regulations governing the cars are unique to the championship and specify that cars must be constructed by the racing teams themselves, though the design and manufacture can be outsourced.
context_section_description: The 2006 Formula One season saw the Fédération Internationale de l'Automobile (FIA) introduce a then-new engine formula, which mandated cars to be powered by 2.4-litre naturally aspirated engines in the V8 engine configuration, with no more than four valves per cylinder. Further technical restrictions, such as a ban on variable intake trumpets, have also been introduced with the new 2.4 L V8 formula to prevent the teams from achieving higher RPM and horsepower too quickly. The 2009 season limited engines to 18,000 rpm in order to improve engine reliability and cut costs.
  For a decade, F1 cars had run with 3.0-litre naturally aspirated engines with all teams settling on a V10 layout by the end of the period; however, development had led to these engines producing between 730 and 750 kW (980 and 1,000 hp), and the cars reaching top speeds of 375 km/h (233 mph) (Jacques Villeneuve with Sauber-Ferrari) on the Monza circuit. Teams started to use exotic alloys in the late 1990s, leading to the FIA banning the use of exotic materials in engine construction, with only aluminium, titanium and iron alloys being allowed for the pistons, cylinders, connecting rods and crankshafts. The FIA has continually enforced material and design restrictions to limit power. Even with the restrictions, the V10s in the 2005 season were reputed to develop 730 kW (980 hp), power levels not seen since the ban on turbo-charged engines in 1989.
  The lesser funded teams (the former Minardi team spends less than 50 million, while Ferrari spent hundreds of millions of euros a year developing their car) had the option of keeping the current V10 for another season, but with a rev limiter to keep them competitive with the most powerful V8 engines.  The only team to take this option was the Toro Rosso team, which was the reformed and regrouped Minardi.
  In 2012, the engines consumed around 450 l (16 cu ft) of air per second (at the 2012 rev limit of 18,000 rpm); race fuel consumption rate was normally around 75 l/100 km (3.8 mpg‑imp; 3.1 mpg‑US).
  All cars have the engine located between the driver and the rear axle.  The engines are a stressed member in most cars, meaning that the engine is part of the structural support framework, being bolted to the cockpit at the front end, and transmission and rear suspension at the back end.
  In the 2004 championship, engines were required to last a full race weekend. For the 2005 championship, they were required to last two full race weekends and if a team changes an engine between the two races, they incur a penalty of 10 grid positions.  In 2007, this rule was altered slightly and an engine only had to last for Saturday and Sunday running.  This was to promote Friday running.  In the 2008 season, engines were required to last two full race weekends; the same regulation as the 2006 season. However, for the 2009 season, each driver is allowed to use a maximum of 8 engines over the season, meaning that a couple of engines have to last three race weekends. This method of limiting engine costs also increases the importance of tactics, since the teams have to choose which races to have a new or an already-used engine.
  As of the 2014 season, all F1 cars have been equipped with turbocharged 1.6-litre V6 engines. Turbochargers had previously been banned since 1989. This change may give an improvement of up to 29% fuel efficiency. One of the many reasons that Mercedes dominated the season early, was due to the placement of the turbocharger's compressor at one side of the engine, and the turbine at the other; both were then linked by a shaft travelling through the vee of the engine.  The benefit is that air is not traveling through as much pipework, in turn reducing turbo lag and increases the efficiency of the car. In addition, it means that the air moving through the compressor is much cooler as it is further away from the hot turbine section.
caption: A Renault RS26 V8 engine, which powered the 2006 Renault R26
exif: {}