Imprint Contact 868 Videos
900.000 Callings


Wheel change
Save Energy

Video Abarth
Video BMW
Video Cosworth
Video Chevrolette
Video Ferrari
Video Fiat
Video Healey
Video Honda
Video Jaguar
Video Lotus
Video Lancia
Video Mercedes
Video Porsche

Video Races
Video Races records
Video Le Mans winner
Video New Formula E
Video Nitrous oxide injection

Video Racing cars 1
Video Racing cars 2
Video Racing cars 3

Video Aerodynamics
Video F1 engine
Video F1 engine 2
Video F1 engine 3
Video F3 suspension

          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

  Formula-1 engine 3

19 races, 5 engines, 2.500 litres of Super Plus fuel

From 1995 to 2005, the Formula-1-engines were 3 liter-V10s. For 2006 to 2013, they were 2,4 liter-V8s and from 2014 onwards, the regulations specify a 1,6 liter-90-V6. The maximum boost-pressure amounts to 3,5 bar and the maximum RPM has dropped from 18.000 to 15.000. Instead of having a 7-speed automatic transmission, they now may have 8-speeds, however they may no longer have adjustable gear ratios and must be used for at least 6 races. The engines can be replaced every 4000 km. Formerly, more than twice this amount was allowed. Now, only 5 engines per season are permitted.

1 race: approx. 300 km, max. av. fuel consumption: 43 l/100 km

One has moved away from a Kinetic Energy Recovery System, i.e. a flywheel which is brought to very high revs, over to an Energy Recovery System. From 2014 onwards, with twice the amount of extra performance, 120 kW (163 hp), which may be used for up to 30 seconds per lap, 10 times as much energy is possible. Now, in 2014, a maximum of 100kg of fuel may be taken on, as opposed to the previous 150 kg.

The turbo-lag can be beaten, also without an additional compressor.

To pick out one aspect, which could possibly be interesting for standard cars, we'll single out the two Motor Generator Units. One is connected to the shaft of the single turbo charger and carries the additional letter H (heat). Indeed, it may be more dependent on pressure than on the heat from the exhaust gas flow. However, each one is dependent on the other, which is why the exhaust pipe to the charger is additionally cased in a carbon-fibre covering.

The lightest hybrid that there is . . .

So, if the combustion engine is not being used for propulsion, the MGU-H can be used as a generator for providing current to the Lithium-ion battery. Vice versa, it can also support the charger if an extra boost of power is needed, thus among other things, reducing, any turbo-lags. Such a system would also be conceivable, e.g., for a normal turbo charged Diesel engine. The second MGU has the additional letter K (kinetic) and is directly connected with the drive train. It can also convert energy which is not being called up, into electric energy, which can be applied to produce additional performance. 05/14               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

Our E-Book advertising