Engine Rule Changes Through the Years
1947-1953
This era used pre-war voiturette engine regulations, with 4.5-litre atmospheric and 1.5-litre supercharged engines. Formula 2 cars were allowed. The Indianapolis 500 used pre-war Grand Prix regulations, with 4.5-litre atmospheric and 3.0-litre supercharged engines. The power range reached 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
500 cc with compressor or 2000 cc without (corrected by David Hayhoe).
No car weight limit.
175 hp at 7200 rpm (1953 Ferrari 500).
1954-1960
Engine size was reduced to 2.5 litres without compressor. 750 cc supercharged cars were allowed, but no constructor built one for the World Championship. The Indianapolis 500 continued to use the older pre-war regulations. The power range reached up to 290 hp (216 kW).
Capacity was limited to 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 1961 International Gold Cup at Oulton Park was run to Formula One regulations, with a 1.5-litre Coventry Climax engine under the bonnet of the Ferguson P99 four-wheel-drive Formula 1 car. The combination of Moss’s wet-weather mastery and all four wheels scrabbling for traction was simply unbeatable. It was the first and last victory for four-wheel drive in Formula One, as well as the last victory for a front-engined car.
The new reduced 1.5-litre engine took control of F1 just as every team and manufacturer switched from front to mid-engined cars. Compressors were banned. Although these engines were underpowered in 1961, by 1965 average power had increased by nearly 50%. Lap times were better than in 1960 regardless. The power range fell between 150 hp and 225 hp.
Capacity was limited to a maximum of 1500 cc, minimum 1300 cc.
Minimum car weight: 450 kg.
190 hp at 9500 rpm (1961 Ferrari 156).
225 hp at 10,800 rpm (1965 Lotus 33).
1966-1986
Supercharging was allowed again. In 1966, the FIA increased engine capacity to 3.0-litre atmospheric and 1.5-litre supercharged engines. 1966 was a transitional year, with 2.0-litre versions of the BRM and Coventry-Climax V8 engines being used by several teams. The appearance of the standard-production Cosworth DFV in 1967 made it possible for any small manufacturer to join the series with a home-built chassis. In 1977, Renault debuted their Renault-Gordini V6 Turbo. In 1971, Lotus made a few unsuccessful experiments with a Pratt & Whitney turbine fitted to a chassis that also had four-wheel drive. The fuel limit had been 250 litres per race from 1973 to 1983 (corrected by David Hayhoe), reduced to 195 litres per race for 1986.
The power range spanned from 390 hp to 500 hp for naturally aspirated engines, while turbos produced 500 hp to 900 hp in race trim, and up to 1,500 hp in qualifying.
1966-1969
Capacity was limited to 1500 cc with or 3000 cc without compressor.
Minimum car weight: 500 kg.
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 10,000 rpm (1970 Tyrrell 001).
1972
1500 cc with compressor or 3000 cc without compressor.
Minimum car weight: 550 kg.
450 hp at 10,000 rpm (1972 Lotus 72D).
1973-1980
1500 cc with compressor or 3000 cc without compressor.
Minimum car weight: 575 kg.
Maximum fuel consumption of 250 litres per race.
500 hp at 12,000 rpm (1975 Ferrari 312T).
500 hp at 11,000 rpm (1977 Renault RS01 turbo).
510 hp at 12,000 rpm (1979 Ferrari 312T4).
1980-1983
1500 cc with compressor or 3000 cc without compressor.
Minimum car weight: 575 kg (1980), 585 kg (1981), 580 kg (1982), 540 kg (1983).
Maximum fuel consumption of 250 litres per race (corrected by David Hayhoe).
480 hp at 10,000 rpm (1980 Williams 07B).
640 hp at 11,000 rpm (1983 Brabham BMW BT55 Turbo).
1984-1985
1500 cc with compressor or 3000 cc without compressor.
Minimum car weight: 540 kg.
Maximum fuel consumption: 220 litres per race.
750 hp at 12,000 rpm (1985 McLaren-TAG MP4/2B Turbo).
1986
1500 cc with compressor or 3000 cc without compressor.
Minimum car weight: 540 kg.
Maximum fuel consumption: 195 litres per race.
1400 hp at 12,000 rpm (Williams-Honda FW11 Turbo).
1987-1988
The FIA regulations introduced a wastegate with limited boost pressure (charging pressure) of 4 bar in qualification in 1987 for 1.5-litre turbos and allowed a larger 3.5-litre capacity for non-charged engines. The 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-litre 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-litre V8 producing 585 hp (436 kW) at 11,000 rpm, and Judd introduced its CV 3.5-litre V8. For 1988, maximum fuel consumption was reduced to 150 litres per race (corrected by David Hayhoe) for turbocharged engines, with no limit for naturally aspirated engines.
1987
1500 cc with compressor or 3500 cc without compressor.
Minimum car weight: 500 kg, 540 kg for cars without compressor (corrected by David Hayhoe).
Maximum fuel consumption: 195 litres per race.
Maximum charging pressure: 4 bar.
850 hp at 13,000 rpm (Williams-Honda FW11 Turbo).
3500 cc not compressed. Minimum 500 kg, no fuel limit.
575 hp at 12,000 rpm (Tyrrell-Ford 016).
1988
1500 cc with compressor or 3500 cc without compressor.
Minimum car weight: 540 kg.
Maximum fuel consumption: 155 litres per race.
Maximum charging pressure: 2.5 bar.
685 hp at 12,500 rpm (Williams-Honda FW11 Turbo).
3500 cc not compressed. Minimum 500 kg, no fuel limit.
590 hp at 11,000 rpm (Benetton-Ford 016).
1989-1994
Turbochargers were banned from 1989, leaving only naturally aspirated 3.5-litre engines.
1989
Capacity was limited to 3500 cc, not compressed (no more turbo engines), no refuelling.
675 hp at 13,000 rpm (McLaren-Honda RA109E 72-degree V10).
660 hp at 13,000 rpm (Ferrari with its 035/5 65-degree V12).
1990
3500 cc not compressed, no refuelling.
690 hp at 13,000 rpm (McLaren-Honda RA100E).
1991
3500 cc not compressed.
710 hp at 13,000 rpm (McLaren-Honda 60-degree 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 3.0-litre 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 in its final evolutionary stage. It was also the first engine in the 3.0-litre V10 era to break through the 19,000 rpm wall, during the 2002 Austrian Grand Prix qualifying. BMW’s P83 engine used in the 2003 season managed an impressive 19,200 rpm, cleared the 900 bhp mark, and weighed less than 91 kg.
Capacity was limited to 3.0 litres.
2004
3000 cc engine that must last a complete race weekend. Replacing an engine cost the driver 10 grid places. Replacing one after second qualifying meant starting 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 18,500+ rpm (BAR Honda 006).
2005
3.0-litre V10, engine may have no more than 5 valves per cylinder. Engines must last 2 complete race weekends.
2006
For 2006, 2400 cc engine with 8 cylinders in a 90-degree V bank, each with 2 inlet and 2 outlet valves, with a 98 mm maximum circular bore, which implied a 39.7 mm minimum stroke. An engine must weigh at least 95 kg. Limited to 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 spark plug ignition. This led to a power reduction of around 20% from the three-litre engines.
750 hp at 19,000+ rpm (Toyota).
2007-2009
For 2007, the engine specification was frozen to keep development costs down. The engines used in the 2006 Japanese Grand Prix were used for the 2007 and 2008 seasons, limited to 19,000 rpm. Gearboxes must last 4 consecutive races (corrected by David Hayhoe). 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) manufactured by an FIA-designated supplier. Gearboxes must last 4 consecutive races (corrected by David Hayhoe).
2009
The rev limit was reduced to 18,000 rpm, with each driver allowed to use a maximum of 8 engines over the season (corrected by David Hayhoe).
2010
2010 saw the re-introduction of Cosworth to the grid after an absence since the 2006 season. New teams HRT, Lotus F1, and Virgin Racing, along with the established Williams, used this engine.
2011
Allowed 8 engines for the season, and gearboxes must last 5 complete race weekends (corrected by David Hayhoe).
2014: The Hybrid Era
1.6-litre, six-cylinder single-turbos with energy recovery and fuel restrictions replaced 2.4-litre normally aspirated V8s. Fuel efficiency increased by 35%. Power of energy-recovery systems doubled. Overall power remained at approximately 750 bhp.
The Technical Regulations now refer to a “Power Unit,” comprising an ICE (Internal Combustion Engine), an ERS (Energy Recovery System), and all the ancillaries needed to make them work. From 2014, each driver had 5 power units for the season (previously 8 engines). A failure of any component – ERS, turbo, exhaust, battery, or control electronics – required the use of a sixth power unit and incurred a 10-place grid penalty. Previously, only the engine itself attracted a penalty.
Whereas pre-2014 engines needed to last for 2,000 km, the 2014 units needed to last for 4,000 km, which, interestingly, also made them usable in the Le Mans 24 Hours race.
Capacity was limited to 1.6 litres, turbocharged, hybrid.
2018
The limit before penalties was enforced: the number of power unit and ancillary components (ICE, MGU-H, and turbocharger) was limited to just three per season, while the MGU-K, energy storage (battery), and control electronics were restricted to two for the entire 21-race season.