Renault EF-Type engine
The EF-Type was a Turbocharged 90° V6 racing engine developed by Renault Sport, the engine was used by Equipe Renault Elf in Formula One from 1977 to 1985. This engine derived from the CH series designed by François Castaing, the F1 engine was developed by Bernard Dudot. Renault's decision to use its 1500 cc V6 turbo engines in F1 was one of the boldest decisions ever taken in the sport. In nine full seasons competing against normally aspirated 3000 cc engines, they gave an excellent account of themselves, with: Ultimately, as a result  of their success, all F1 teams adopted turbo engines in the 1985 season. Engines. EF1. 1977–1979. Based on the 2-litre "type CHS" engine and developing at 11,000 rpm, this engine underwent several major changes (metallurgy, mixed air-water exchanger) before bringing the Renault RS01 its first points in and its first pole position in . 1979–1983. With its two small turbochargers, this engine reduced turbo lag considerably. It brought Renault its first F1 race win with a turbo engine (Dijon 1979). It would undergo a number of significant changes over the years (electronic injection and two-flap air intake in  1982, water injection at air intake in ) and its horsepower would gradually increase, eventually reaching . In all, it claimed 15 race wins, 30 pole positions and 19 pole positions and saw both Renault and Alain Prost finish second in the Constructors' and Drivers' Championships respectively. It was also supplied to the Lotus team in 1983. EF4. 1984. This engine marked the return of Garrett turbochargers. Fitted to the Renault RE50, Lotus 95T and Ligier JS23, it could not break the dominance of the Porsche built TAG V6 engine which powered the McLaren MP4/2 to 12 wins out of 16  races. It nevertheless notched up 11 podium finishes and three pole positions and allowed Lotus driver Elio de Angelis to finish the season in 3rd place. 1984 marked the first year since 1978 that a Renault engine did not win a Formula One race. By 1984, the Renault turbo was producing approximately in race trim and around for qualifying. It was the last engine to be badged "Renault Gordini", as there was now a new name to promote: Renault Sport. Section::::"Type-Bis" early 1985. This engine's defining characteristics were its centralized electronic injection and ignition control systems. Generating just  over , it powered the Renault RE60, Lotus 97T, Ligier JS25 and Tyrrell 014. It was responsible for one race win, two pole positions and two podium finishes. EF15. mid-1985. With greater fuel economy thanks to its new dimensions and a lower boost pressure, its horsepower nevertheless oscillated between Section::::"Type-B" early 1986. This engine boasted two innovative features that would soon gain widespread acceptance – static ignition and pneumatic valve actuation – which allowed it to reach 12,500 rpm. Capable of generating in race trim, it would record two race wins and five pole positions with Lotus, as well as five  podium finishes (three with Lotus and two with Ligier). It powered the Lotus 98T and the Ligier JS27. Section::::"Type-C" mid 1986. Equipped with a number of new features (cylinder heads, cylinder block, waste-gate, mapping, etc.) and developing more than at 12,500 rpm in qualifying, this engine enabled Ayrton Senna's Lotus 98T to notch up four pole positions and three podium finishes to close the V6 turbo era in style.