Formula 1 Engine
Very sophisticated and expensive part of equipment. Modern F1 engine is 2.4 liter V8 engine. Highly limited in development by FIA rules, engine is subjected to development freeze for next 5 or 10 years (to be decided).
In the 1950s Formula One cars were managing specific power outputs of around 100 bhp / liter (bhp per liter); about what a modern road car can manage today.
During a 'turbo age' of 1.5 liter turbo engines, some of them were producing anything up to 750 bhp / liter.
Once the teams started using exotic alloys such as titanium and beryllium in the late 1990s, the FIA banned the use of exotic materials in engine construction, and only aluminum and iron alloys were allowed for the pistons, cylinders, connecting rods, and crankshafts. First in this field was Ilmor, producer of the Mercedes V10s used by McLaren. Since 1998, Ilmor has manufactured pistons from an aluminum-beryllium alloy, thereby reducing their weight by a third, possibly more, and gaining enhanced thermal conductivity. The cost of this alloy, and the fact that fine beryllium dust particles arguably constitute a health hazard, has led to an effective ban on its use, imposed by the FIA. Under pressure from McLaren and Mercedes, however, this ruling, for which Ferrari lobbied hard, has been postponed to the end of season 2002.
The real breakthrough came with pneumatic valve actuation, which offers precision of control, even at 20,000rpm, and consequently is now universal in Formula l.
Almost each year the FIA has enforced material and design restrictions to limit power, otherwise the 3.0L V10 engines would easily have exceeded 22000 rpm and well over 1000hp (750kW). Even with the restrictions the V10's in the 2005 season were reputed to develop 960hp (715kW), more than 300 bhp / liter.
Since 2006, the regulations have required the use of 2.4 liter V8 engines, with power outputs falling around 10 percent. The new 2.4L V8 engines are reported to develop between 720hp and 750hp (535 to 560 kW), with the Williams Cosworth unit from 2006 being the most powerful.
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Formula 1 engine on dynamometric test bench, and enormous heat exiting exhoust of an F1 engine |
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Revving to 18,000 RPM, a modern Formula One engine will consume a phenomenal 450 liters of air every second, with race fuel consumption typically around the 65 l/100 Km. Revving at such massive speeds equates to an accelerative force on the pistons of nearly 9000 times gravity (9000 G).
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Formula 1 piston |
Of course, the biggest challenge has been holding everything together as reciprocating and rotating parts are worked ever faster, and generate increasingly fierce loadings. Even at "only" 12,000rpm there are seven tons of load going up a con rod, which responds by growing longer, then 12 tons going down it, which unavoidably shortens it somewhat! F1 piston travels only about 40 millimeters. The bore is roughly 90 millimeters (called supersquare bore (wider than higher)).
The engines produce over 100,000 BTU per minute (1,750 kW) of heat that
must be dumped, usually to the atmosphere via radiators and the exhaust, which can reach temperatures over 1,000 degrees Celsius. Nonetheless a Formula One engine is over 20% more efficient at turning fuel into power than even the most economical small car. Unsurprisingly, engine-related failures remain one of the most common causes of retirements in races. The engine oil capacity is about 3 litre or so. This is because of the dry sump system.
The engine is a stressed component within the car, bolting to the carbon fiber 'tub' and having the transmission and rear suspension bolted to it in turn. Therefore it has to be enormously strong. But a conflicting demand is that it should be light, compact and with its mass in as low position as possible, to help reduce and lover car's centre of gravity and to enable the height of rear bodywork to be as low and compact as possible.
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Old TAG-McLaren Engine Management System, and new common "MES-Microsoft-McLaren Electronic Systems" common ECU -Electronic Control Unit- used, by the FIA rules, in all F1 cars from 2008. Produced in cooperation by McLaren and Microsoft. |
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On a typical race weekend in Europe, every team brings about 5 engines and 28 people which includes race engineers who fine-tune the engine for every part of the track and software specialists to look after the hundreds of sensors associated with the complex engine management system. Although the solutions to producing a winning engine are shrouded in secrecy, the basic design parameters for a modern F1 engine are well understood. The engine's centre of weight should be as low as possible, some teams like Renault in 2001 went with 111 degrees V angle to lower the engine to the track. The production of torque/power needs to be smooth and responsive across the largest possible rev range, the dimensions of the engine should be as compact as possible, and it needs to be reliable in the harsh racing environment.
The engine startup procedure, includes their preliminary systems check-ups with system laptop computer, along with priming the engine with oil. Also the engine needs to be at 80 deg C, before they can start it up. The really tight tolerances need to open up, before they can fire up the engine, or it would simply seize. They pump heated water through the system. Cooling system runs water only, alongwith some corrosion inhibitors.
Left: Before, they plug the starter motor into the gearbox, they run a manual check with a ratchet spanner and an attachment similar to the starter socket. This is to check that the pneumatic systems on the valvetrain are working properly and engine is not seized and need more heating. In case of an issue with a system, some malfunction like an open valve could spell disaster for the engine.
One cylinder engine in Ferrari museum.
Produced 1992, 290ccm, 14.500RPM
Production and testing of an F1 engine start with one cylinder model. Basically that is cutt-off 1 cylinder of real engine to be. Full sized engine will be too expensive to build only for basic testing in beginning of development of an engine. On this model, engineers can see all good and bad things in concept and modify parts to find solutions for the problems. They can see quality of fuel explosion inside cylinder chamber, measure propagation, speed and distribution of exploded gases, measure vibrations. With one cylinder engine like this is much cheaper and faster to make any modification.
Pistons, Crankshaft and Clutch
Engine Head
Oil sump Housing with Alternator and Hydraulic Pump
Crankshaft
And everything is driven with Timing Gears powered by crankshaft gear
Ferrari engine conected to dynamometer equipment produced by Italian company Borghi & Saveri
Red Hot BMW F1
Injectors on Ferrari V10 formula 1 engine, compered with
Toyota Formula 1 V10. Difference in rail arangement
Piston head in Formula 1 is on limit, very light
Ford Cosworth, 8 cylinder engine, 2,4 liter, produced 2003, still in use
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Ford Cosworth DFV, engine which dominated Formula 1 in period from 1967 to 1983 |
Keith Duckworth and Mike Costin founded the company Cosworth in 1958 in a little shop with just the basics, like an engine stand, in Shaftsbury Mews, London, England. The two Englishmen wrote their own success story for over 20 years before Cosworth was sold for the first time in 1980 to United Engineering Industries. However, both continued to be involved in the firm even when it changed hands again later.
In 1990, after Duckworth's retirement, the Vickers Group took over the ownership
and then, in 1998, sold Cosworth Engineering to the Audi Group, with a potentially dramatic effect on Ford's racing program, until the company was split in two: Cosworth Technology (including the engineering, manufacturing and casting units) stayed with the the Audi Group, while Ford Motor Company took control of Cosworth Racing.
Finally, Mahle Group, one of the leading independent engine specialists, with over $4 billion in annual revenues, acquired Cosworth Technology from Audi, and renamed it to Mahle Powertrain.
Duckworth and Costin made the pages of motor sports history in openwheel, rally and closedwheel racing over the years. Their accomplishment in Formula One tops the charts.
The first assignment that the two new partners accepted after the founding of the new company was to develop parts for the Ford road car engines, concentrating on the Mk1 -- a modified 4-cylinder pushrod Ford 105E Anglia engine.
In 1966, Duckworth designed the DFV (Double Four-Valve) F1 engine on behalf of Ford Motor Company, at the time, he simply stated, "We are too small as a company to allow development and debugging to win over sound design."
Walter Hayes, the public affairs director at Ford, in turn, offered the engine to Lotus, which had been stranded without competitive engine following the withdrawal of Coventry Climax after FIA changed to the three-litre formula for the 1966 season.
That three-litre V8 engine, which debuted in 1967, turned out to become the most successful Formula One engine of all time, winning their first race out of the box. Graham Hill claimed the pole at the Dutch Grand Prix in the Lotus 49, and Jim Clark followed with a victory in the engine's maiden race.
Running on "pump" gasoline, 1967's Cosworth DFV produced 133hp per liter. Astonishingly, the last Cosworth 3.0-liter, Formula 1 engine, fed comparable fuel and likewise naturally aspirated, produces about twice that! DFV of 1967 set the pattern for the contemporary engine with its "supersquare" (wider than higher) cylinder dimensions, its pent-roof shape combustion chamber, its narrow included valve angle, its four valves per cylinder operated by double overhead camshafts and its clean porting. The DFV was not radically different from previous engines, Its significance was that its detail design took advantage of the potential of four, rather than two valves per cylinder for enhanced breathing and burning - the fundamentals of effective combustion.
The power output of the four-stroke internal combustion engine is a function of the torque seen at its flywheel and the speed at which that flywheel spins. Power per liter per 1000rpm as measured on the dyno is the so-called brake mean effective pressure (bmep) that indicates torque. The Vanwall of 1957 produced its 120hp per liter at 7300rpm, at that engine speed giving 16.44hp per liter per 1000rpm-a nitro- boosted peak power bmep reading of 14.7 bar. The DFV of 1967 produced its 133hp per liter at 8500rpm- 15.65hp per liter per 1000rpm, a peak power bmep reading of 14.0 bar. This fall in specific torque recognizes the far less potent fuel used in the DFV.
The increase in performance of the 3.0-liter engines is purely a function of faster flywheel (crankshaft) speed. To attain 800hp, a current F1 engine must turn in the region of 17-18,000rpm, which means its peak power bmep roughly equals that of the 1967 DFV. In fact, as crankshaft speed rises, the tendency is for bmep to fall - the combustion event has to take place in a correspondingly shorter time and frictional and other losses increase disproportionately. On the other side of the coin, the fact that the current F1 engine can match the peak power bmep of the DFV of 1967 running at half its speed is a tribute to considerable development devoted to overcoming the inevitable losses that occur with rising speed. It should be noted that some internal losses quadruple with the doubling of running speed. Measures to counteract these losses include a drastic reduction in bearing sizes, the development of high-performance coatings for the bearings, the piston and liner and so forth, and a conceptual revision of the oiling system.
The 32-valve DFV V8 had an 85-67mm bore, while today's Vl0s have bore sizes in the region of 92-96mm, with correspondingly larger valves (albeit aluminium alloys rather than the steel employed in 1967).
A key feature of 1967's DFV was its packaging. Very compact by the standard of this days. Significant benefit for the chassis designer, but compared to a current Vl0, it looks huge. Today's clutch is much smaller in diameter (115mm. now vs. 200mm then), the crankshaft is set significantly lower and the whole package is more tightly knit. While the cylinder count is the ultimate constraint, with some lateral thinking last season Cosworth reduced the size and weight of its engine by dispensing with traditional wet liners.
Another major development since '67 has been the advent of engine management systems. Contrary to popular belief, the precision of computer-timed ignition and fuel injection does not automatically increase maximum power, at least in the case of a pure race engine, but it does help keep everything running on cue as crankshaft speed rises.
More than 150 GP wins came on the engine that Duckworth designed, as the Ford Lotus team dominated F1 with his original design -- and a few modifications for increased power output and FIA rule changes. This feat has yet to be equaled in the racing world. Until, that is, the rise of the turbocharged engines and the end to the decade-long domination by Cosworth, Ford and Lotus.
"Turbochargers were for people who can't build engines," was a quote attributed to a frustrated Duckworth in the early 1980s.
Cosworth later built the DFZ and HBA 3.5L normally aspirated F1 engines for Ford, and supplied electronics to a wide variety of F1 engines. The company continues its involvement, and after 2 years out of Formula 1, they will supply CA2010 V8 engines to AT&T Williams, LotusF1 Racing, Virgin Racing, HRT F1 during season 2010.
Numbers on a typical race per Grand Prix:
Number of combustions in a GP: 8 million
- Number of engine & vehicle measurements/second at top speed: 150,000
- Maximum rpm: 18,000
- Number of individual parts: 5,000 approx
- Number of different parts: 1,000 approx
- Maximum exhaust temperature (in a race): 800° Celsius
- Number of liters of air aspirated in 1 second at top speed: 650
- F1 engines built in a year: 1000
- Weight in kg: less then 90
- Engine assembly hours: 80
- Hours checking a new cylinder head with computer tomography: 20
- Number of engines brought to each GP: 5
- In terms of specific fuel consumption - power per litre of fuel burnt - an F1 engine is 20% more efficient than that in a small-capacity road car such as a Ford Fiesta or Renault Clio, and produces about the same amount of CO2 per kg of burnt fuel.
- In an 18-race season, the entire F1 grid burns the same amount of fuel as a Boeing 747 does in one flight from London to Japan.
Numbers on a typical UBS CHINESE GRAND PRIX (Shanghai)
The back straight at Shanghai International Circuit covers 1170m, equivalent to 21.4 percent of the total lap distance. This is the longest straight encountered during the 2011 Formula One season, closely followed by Abu Dhabi’s Yas Marina (1140m), Italy’s Monza (1120m) and Korea’s Yeongam (1050m). The engine spends a full 17 seconds at wide open throttle, which represents approximately 18 percent of last year's pole position time. This is the second longest period at wide open throttle of any circuit: it is exceeded only by Spa, where the run from La Source to Les Combes (including Eau Rouge) lasts for 23.5 seconds (Monaco has the shortest: 7.5 seconds). In terms of the percentage of the lap spent at wide open throttle, Shanghai is actually among the least demanding circuits of the year: 62 percent of the lap compared to the maximum value of 83 percent in Monza.
A piston will complete over 12,000 cycles, and the crankshaft 24,000 rotations, during every lap in Shanghai - this can be translated to nearly 2km of distance travelled by the piston. Out of that, 450m are accounted for in the back straight. At peak revs, the pistons will be subjected to accelerations of 81,000m/s2. This acceleration equates to more than 8,250G and the force held by the piston exceeds 50kN - equivalent to the weight of more than three standard road cars. For the valves, life is even tougher: they experience higher accelerations, with impact pressures almost 30 times greater than those endured by the pistons during combustion.
At 18,000 rpm, the engine admits around 450 litres of air per second - which would equate to 27,000 litres per minute at maximum revs. By way of comparison, a Mercedes-Benz C-Class Estate has a load capacity of 485 litres.
From year 2009, new FIA rules stipulate one engine for three races. Until now it was stipulated to use engine for two races. In a move designed to boost reliability still further, rev limits will be cut from 19,000 to 18,000 rpm. Teams will be limited to eight engines per season - eight for each race driver and an additional four for testing. Just one team - Renault - has been allowed to make performance modifications to their engine for 2009 and again in 2010 in order to help equalise power outputs.
The sport will switch from the current 2.4-litre V8s to 1.6-litre four-cylinder turbo engines with energy recovery systems and fuel restrictions. The new rules could be confirmed by governing body the FIA on 10 December 2010.
The move was opposed for some time by Mercedes and Ferrari because they felt it did not make any sense to commit to spending millions designing a new type of engine at a time when the sport was trying to cut costs, and teams were facing problems finding sponsorship as the global economic crisis bit.
F1 commercial boss Bernie Ecclestone put it this way to me when I spoke to him about the prospect of the new rules: "It's not necessary. We have a very good engine formula. Why should we change it to something that is going to cost millions of pounds and that nobody wants and that could end up with one manufacturer getting a big advantage?
"We don't need to do it; all the manufacturers are doing it (in their road cars) already."
F1 ENGINE RULES FROM 2013:
- 1.6-litre, four-cylinder turbos with energy recovery and fuel restrictions to replace current 2.4-litre normally aspirated V8s. The new engines will not do more than 10,000 revs per minute - current F1 engines spin at 18,000rpm.
- Fuel efficiency to increase by a target of 50%. Fuel consumption will be restricted both by limiting fuel flow and introducing a maximum capacity for races.
- Overall power to remain same at approx 750bhp
- From 2014 onwards engines will have to last a minimum of five Grands Prix, as opposed to the two/three race engines now.
- Checks and balances to ensure costs are contained and performance across all engines remains comparable
- Plan for advanced 'compound' turbos to be introduced in subsequent years
- Power of Kers energy recovery systems to increase from 60kw in 2011 to 120kw in 2013
1947–1953
This era used pre-war voiturette engine regulations, with 4.5 L atmospheric and 1.5 L supercharged engines. Formula 2 cars were allowed. The Indianapolis 500 used pre-war Grand Prix regulations, with 4.5 L atmospheric and 3.0 L supercharged engines. The power range was up to 425 hp (317 kW)
1950-1951
1500 cc with compressor or 4500 cc without
No car weight limit
425 hp at 9300 rpm - (1951 Alfa Romeo 159)
1952-1953
750 cc with compressor or 2000 cc without
No car weight limit
175 hp at 7200 rpm - (1953 Ferrari 500)
1954–1960
Engine size was reduced for 2.5 L without compressor. 750 cc supercharged cars were allowed but no constructor built one for the World Championship. The Indianapolis 500 continued to use old pre-war regulations. The power range was up to 290 hp (216 kW)
750 cc with compressor or 2500 cc without
No car weight limit
280 hp at 7600 rpm - (1957 Maserati 250F)
290 hp at 8500 rpm - (1955 Mercedes W196)
1961–1965
The new reduced engine of 1.5 L took control of F1 just as every team and manufacturer switched from front to mid-engined cars. Compressor was banned. Although these engines were 1961 underpowered, 1965 average power had increased by nearly 50%. Lap times were better than in 1960 anyway. The power range was between 150 hp and 225 hp.
Maximum of 1500 cc, minimum 1300 cc
Minimum car weight: 450 kg
190 hp at 9500 rpm - (1961 Ferrari 156)
225 hp at 10800rpm - (1965 Lotus 33)
1966–1986
Supercharging was allowed again. In 1966 FIA increased engine capacity to 3.0 L atmospheric and 1.5 L supercharged engines. 1966 was a transitional year, with 2.0 L versions of the BRM and Coventry-Climax V8 engines being used by several teams. The appearance of the standard-produced Cosworth DFV in 1967 made it possible for any small manufacturer to join the series with a home-built chassis. 1977 Renault debuted their Renault-Gordini V6 Turbo. 1971 Lotus made a few unsuccessful experiments with a Pratt & Whitney turbine fitted to chassis which had also 4WD. 1984 maximum fuel consumption of 220 l/race regulated until 1985, for 1986 195 l/race regulated. The power range was between 390 hp to 500 hp for normally aspirated, turbos 500 hp to 900 hp in race, in qualifying up to 1,500 hp.
1966-1969
1500 cc with or 3000 cc without compressor
Minimum car weight: 500kg
360 hp at 9000 rpm - (1969 Matra MS80)
1970-1971
1500 cc with compressor or 3000 cc without compressor
Minimum car weight: 530 kg
450 hp at 10000 rpm - (1970 Tyrell 001)
1972
1500 cc with compressor or 3000 without compressor
Minimum car weight: 550 kg
450 hp at 10000 rpm - (1972 Lotus 72D)
1973-1980
1500 cc with compressor or 3000 cc without compressor
Minimum car weight: 575 kg
500 hp at 12000 rpm - (1975 Ferrari 312T)
500 hp at 11000 rpm - (1977 Renault RS01 turbo)
510 hp at 12000 rpm - (1979 Ferrari 312T4)
1980-1983
1500 cc with compressor or 3000 cc without a compressor.
Minimum car weight 575 kg (1980), 585 kg (1981), 580 kg (1982), 540 kg (1983)
480 hp at 10000 rpm - (1980 Williams 07B)
640 hp at 11000 rpm - (1983 Brabham BMW BT55 Turbo)
1984-1985
1500 cc with compressor or 3000 cc without a compressor.
Minimum car weight 540 kg,
maximum fuel consumption 220 l/race.
750 hp at 12000 rpm - (1985 McLaren-TAG MP4/2B Turbo)
1986
1500 cc with compressor or 3000 cc without a compressor.
Minimum car weight 540 kg,
maximum fuel consumption 195 l/race
1400 hp at 12000 rpm - (Williams-Honda FW11 Turbo)
1987–1988
The FIA regulations introduced wastegate with limited boost pressure (charging pressure) of 4 bar in qualification in 1987 for 1.5 L turbo and allowed a bigger 3.5 L for non charged engines. Seasons were still dominated by turbocharged engines. The rest of the grid was powered by the Ford GBA V6 turbo with Benetton, and then the only naturally aspirated engine, the DFV-derived Ford Cosworth DFZ 3.5 L V8 outputting 575 hp (429 kW).
1988 was again dominated by turbocharged engines limited to 2.5 bar charging pressure. Ford introduced its DFR 3.5 L V8 producing 585 hp (436 kW) at 11000 rpm, Judd introduced its CV 3.5 L V8. For 1988 maximum fuel consumption reduced to 155 l/race for turbocharged engines, no limit for normally aspirated engines.
1987
1500 cc with compressor or 3500 cc without a compressor.
Minimum car weight 500 kg
Maximum fuel consumption 195 l/race
maximum charging pressure 4 bar
850 hp at 13000 rpm - (Williams-Honda FW11 Turbo)
3500 cc not compressed. Minimum 500 kg, no fuel-limit.
575 hp at 12000 rpm - (Tyrell-Ford 016)
1988
1500 cc with compressor or 3500 cc without a compressor.
Minimum car weight 540 kg
Maximum fuel consumption 155 l/race
maximum charging pressure 2.5 bar
685 hp at 12500 rpm - (Williams-Honda FW11 Turbo)
3500 cc not compressed. Minimum 500 kg, no fuel-limit.
590 hp at 11000 rpm - (Benetton -Ford 016)
1989–1994
Turbochargers were banned from the 1989, leaving only a naturally aspirated 3.5 L engines.
1989
3500 cc not compressed (no more turbo engines), no refuelling.
675 hp at 13000 rpm - (McLaren-Honda RA109E 72° V10)
660 hp at 13000 rpm – (Ferrari with its 035/5 65° V12)
1990
3500 cc not compressed, no refuelling.
690 hp at 13000 rpm – (McLaren - Honda RA100E)
1991
3500 cc not compressed
710 hp at 13000 rpm – (McLaren – Honda 60° V12 RA121E)
By the end of the 1994 season, Ferrari's 043 was putting out 820 hp at 15,800 rpm
1995–2004
This era used a 3.0 L engines, with a power range between 650 hp and 950 hp. For 1996, Ferrari changed from their traditional V12 engine to a smaller and lighter V10 engine. At the 1998 Japanese GP, Ferrari's 047D engine spec was said to produce over 800 bhp. The BMW P82, the engine used by the BMW WilliamsF1 Team in 2002, had hit a peak speed of 19,050 RPM’s in its final evolutionary stage. It was also the first engine in the 3.0 liter V10-era to break through the 19,000 rpm-wall, during 2002 Austria Grand Prix's qualifying. BMW's P83 engine used in 2003 season managed an impressive 19,200 rpm and cleared the 900 bhp mark and weighs less than 91 kg.
2004
3000cc engine that must last a complete race weekend. Replacing an engine costs the driver 10 places on the grid. Replacing one after second qualifying is equal to a start from the back of the grid.
Minimum car weight : 605 kg during each qualifying practice session and no less than 600 kg at all other times during the Event.(including driver and fuel)
900 hp at 18500+ rpm (BAR Honda 006)
2005
3.0 L V10, engine may have no more than 5 valves per cylinder. Engines must last 2 complete race weekends.
For 2006, 2400cc engine with 8 cylinders in a 90° V bank, each one with 2 inlet and 2 outlet valves with a 98 mm maximum circular bore, which imply a 39.7 mm minimum stroke. An engine must weigh at least 95kg. Limited to be built with Aluminium alloys (with ceramics, metal matrix and magnesium alloys forbidden). Variable geometry intake and output systems forbidden. Each cylinder can have only one fuel injector and a single plug spark ignition. This is leading to a power reduction of around 20% from the three litre engines. Gearbox must last 4 consecutive races.
750 hp at 19000+ rpm (Toyota)
2007–2009
For 2007 the engine specification was frozen to keep development costs down. The engines which were used in the 2006 Japanese Grand Prix were used for the 2007 and 2008 seasons and they were limited to 19,000 rpm. In 2009 the limit was reduced to 18,000 rpm with each driver allowed to use a maximum of 8 engines over the season.
2008
All components of the engine and gearbox, including clutch, differential and all associated actuators must be controlled by an Electronic Control Unit (ECU) which has been manufactured by an FIA designated supplier. Engines must last 4 complete race weekends.
2010
2010 sees the re-introduction of Cosworth to the grid who have been absent since the 2006 Season. New teams HRT, Lotus F1, and Virgin Racing along with the established Williams use this engine.
2011
Engines and gearbox must last 5 complete race weekends.
2013
The FIA has announced the intention to the change the 2.4-litre V8 engines to 1.6 litre straight-4 turbocharged engines with 120kW KERS systems and fuel restriction in order to make Formula One more environmentally aware and to attract more commercial partners for 2013. The new engines will not do more than 10,000 revs per minute. Due to the power outputs mentioned of around 750 hp and the lower engine speeds it is generally assumed that the engines will be turbo charged however this is not explicitly mentioned in the regulations; however as it is not stated they must be naturally aspirated either, it is possible that other forms of forced induction will be permitted also. These engines will be designed to improve fuel efficiency by up to 50%, whilst keeping total power output at around 750bhp.
