What powers the engine and powertrain of an F1 car?

Since the introduction of KERS in 2009, Formula 1 cars no longer rely solely on combustion engines, and the term “engine” has been replaced by “powertrain” to reflect the fact that propulsion no longer relies solely on a combustion engine.

In 2009, the FIA introduced the KERS rule in Formula 1, establishing a supercharging system that recovers kinetic energy during braking. Since its inception, the powertrain has evolved into a five-part assembly comprising three separate engines and capable of delivering at least 1,000 hp at its peak. Only the internal combustion engine (ICE) and the kinetic motor (MGU-K) actually drive the car; the heat engine (MGU-H) simply produces electricity that is then supplied to the MGU-K.

F1 powertrain components – ICE – internal combustion engine – MGU-K – kinetic energy recovery unit – MGU-H – thermal energy recovery unit – ES – energy storage (batteries) – CE – control electronics

These parts are divided into two groups: the ICE itself and the energy recovery system (ERS). The minimum combined weight has been increased to 150 kg for the 2021 season, up from 145 kg in 2020.

Internal combustion engine The internal combustion engine consists of the engine itself and a turbocharger. The engine is connected to the gearbox, while the turbo increases the air intake pressure to maximize power. The regulations require a 1.6-liter four-stroke V6 engine with six cylinders arranged at a 90° angle and a total of 24 valves. It must not exceed 15,000 rpm and is limited to a fuel flow rate of 100 kg per hour once the engine speed exceeds 10,500 rpm. Fuel is injected directly at 500 bar per cylinder, and the turbo exhaust turbine is capped at 125,000 rpm.

During a Grand Prix lap, the six cylinders fire more than 46,000 times, and at full load, the turbo exerts a force on each piston comparable to the weight of four elephants. ### Energy Recovery System (ERS) The ERS combines the MGU-H, MGU-K, and batteries, and must be capable of storing up to 4 MJ of energy per lap. The weight of the batteries is limited to 20-25 kg, which is sufficient for this 4 MJ capacity. Since KERS was introduced in 2007, batteries have lost 87 kg while offering much greater storage capacity and faster discharge. Mercedes claims a 56% efficiency gain since the 2009 regulations.

MGU-K – mounted on the rear axle, this device captures kinetic energy when the driver brakes. A friction motor locks the wheels, converts kinetic energy into electricity, and stores it in the battery. The stored charge can then be released to add up to 161 hp (121 kW) on demand. Technical limits: 50,000 rpm, 2 MJ stored per revolution, 4 MJ can be delivered, and maximum power can be used for 33.3 seconds.

MGU-H – located between the turbine and the turbocharger, it recovers heat from the exhaust gases. Unlike the MGU-K, the MGU-H can operate continuously, either by directly powering the MGU-K or by recharging the battery. Its maximum speed is 125,000 rpm and it has no practical limits in terms of stored or delivered energy. All these subsystems are orchestrated by sophisticated electronic control components. Modern electronic control units decide at any given moment which energy source to use, how much energy to draw from the battery, and how much braking energy to recover. Drivers can change these settings from the steering wheel, but the underlying logic operates automatically. ### Reliability and reuse of components

For several seasons now, the FIA has been urging manufacturers to build engines capable of surviving several races, a goal made easier by halving the displacement from 12 L to 1.6 L and imposing a rev limit. However, the very complexity of today's powertrains increases the risk of failure: all components are interconnected, so a single failure can end a lap. The number and interconnection of components now dominate the reliability picture.

Typical distribution of components per driver (2020-2021) – Internal combustion engine: 3 units – MGU-K: 2 units – MGU-H: 3 units – ES (batteries): 2 units – CE (electronics): 2 units

The evolution of these systems reflects the broader history of F1 engines, a story of continuous adaptation and technological escalation.

The roar of a Formula 1 car has changed dramatically over the past four decades, from the thunderous V12s of the 1980s to today's quiet hybrid engines. This story is marked by a steady reduction in engine size and electrification, driven as much by regulation as by the pursuit of efficiency. Before 1990, teams could choose between V12, V10, or even V8 engines, each delivering raw power in its own way. The 1990s saw the emergence of the V10 as the dominant architecture, a balance between speed and reliability that defined a generation of racing. A decisive change came in 2001 when the FIA imposed a 3-liter V10, standardizing engine displacement on the starting grid. Six years later, the formula was changed again: a 2.4-liter V8 became mandatory, marking the sport's first major step towards smaller, more fuel-efficient engines. The introduction of KERS in 2009 added a new electric dimension, allowing drivers to recover and reuse energy for short bursts of extra power. This experiment paved the way for the 2014 overhaul, when the championship adopted 1.6-liter V6 turbo-hybrid engines equipped with a full ERS system—the MGU-K (kinetic) and MGU-H (thermal)—turning waste heat and braking energy into a competitive advantage. Today, only three manufacturers supply these sophisticated engines: Mercedes, Renault, and Ferrari. Longtime partner Honda withdrew after the 2021 season, prompting Red Bull to launch its own engine program starting in 2022. The list of former suppliers reads like a pantheon of automotive ambition: BMW, Peugeot, Toyota, and many others have come and gone, each leaving a mark on the technical evolution of the sport.