F1 ENGINE POWER (1950-2025)

There are a multitude of websites (some no longer exist), books and yearbooks reporting different powers for the same engines, almost always the training engine has a different power than the racing engine, and as F1 teams love to confuse the competition, I tried to put the most feasible values given the reality of their times.

It is important to highlight that the best engine is not necessarily the most powerful, as sometimes the most powerful is unreliable or is heavier or consumes more gasoline or generates more heat, and all of this affects the car's performance. The BEST ENGINE is the one that has a compromise between power, durability, low consumption and lighter weight.

50's:

F1 1950 (4,500cc or 1,500cc compressed engines):

Alfa Romeo 8L 1,500cc compressed 370 HP at 8,500 RPM

Ferrari V12 4,500 cc aspirated 300 HP/350 HP (Monza) at 7,000 RPM

F1 1951:

BRM V16 1,500cc compressed 600 HP at 12,000 RPM (V 16 cylinder engine)

Alfa Romeo 8L 1,500cc compressed 425 HP at 9,600 RPM

Ferrari V12 4,500 cc aspirated 350 HP (on the official website it says 2,500cc with 200 HP, most likely it was a mistake.)

F1 1952 (Engines became 2,000cc or 500cc compressed):

Ferrari 4L 2000 cc (with F2 regulation) 185 HP at 7500 RPM

Maserati 6L 180 HP at 7,300 RPM

Gordini 6L 155 HP at 6,000 RPM

F1 1953:

Maserati 6L 190 HP at 7.500 RPM

Ferrari 4L 2,000 cc (with F2 regulation) 180 HP at 7,200 RPM

Gordini 6L 160 HP at 7,000 RPM

F1 1954 (By regulation engines became 2,500cc or 750cc compressed):

Mercedes V8 290HP/257 HP at 8,500/8,200 RPM (with direct injection without using electronics)

Ferrari 4L 2,500 cc 260 HP at 7,200 RPM

Lancia V8 250 HP at 8,100 RPM

Maserati 6L 240 HP at 6,800 RPM

F1 1955:

Mercedes 8L 290 HP at 8,500 RPM

Lancia V8 285 HP/265 HP at 8,500 RPM

Ferrari 4L 2,500 cc 260 HP at 7,200 RPM

Maserati 8L 260 HP at 7,700 RPM

F1 1956:

Ferrari 4L 2,500 cc 265 HP at 8,000 RPM

BRM 4L 260 HP at 8,000 RPM

Maserati 2,500cc 240 HP at 7,200 RPM (670 kg)

F1 1957:

Maserati V12 320/310 HP at 9,500/9,300 RPM (*)

Maserati 6L 270 HP at 8000 RPM (**)

(*) Model 250F T2 for the last race of the year, used injection, weighed 650 kg. This was the most powerful 2500 cc engine of the 50s. But he didn't win that race, probably because of his excessive weight.

(**) Model 250F T2- Lightweight weighed 630 kg, lightest won 4 races.

Vanwall 285 HP at 7,300 RPM

BRM 4 cylinders 280 HP at 8,800 RPM

Ferrari 4L 2,500 cc 275 HP at 8,400 RPM

F1 1958:

Ferrari 4L 2,500 cc 280 HP at 8,500 RPM

BRM 4 cylinders 280 HP at 8,800 RPM

Maserati 6L 270 HP at 8000 RPM

Climax 4L 194 HP at 6750 RPM (Lotus 12)

F1 1959:

Ferrari 4L 2,500 cc 295 HP at 8,600 RPM (weighed 560 kg)

BRM 4L 285 HP at 8,800 RPM

Climax 4L 220 HP at 6,750 RPM (Cooper and Lotus 16)

60's:

F1 1960:

Ferrari 4L 2,500 cc 280HP/ 263 HP at 8,500 RPM/ 8,300 RPM

Climax 4L 240 HP at 6,800 RPM (Cooper and Lotus 18)

F1 1961 (engines became 1,500 cc):

Ferrari V6 1,500 cc 190 HP at 9,500 RPM

Climax V8 187 HP at 8,500 RPM (Cooper Germany onwards)

Climax 4L 155 HP at 7,500 RPM (Cooper, Lotus 21 and BRM)

Porsche 175 HP/165 HP at 9,000 RPM/8,500 RPM

F1 1962:

Ferrari V6 1,500 cc 197 HP at 10,000 RPM (no information on the official website)

BRM V8 1,500 cc 190 HP at 11,000 RPM (BRM and Lotus 24 at the end of the year)

Climax V8 1,500 cc 187 HP at 8,500 RPM (Lotus 18 and 21)

Porsche 8 cylinder boxer 165 HP at 8,500 RPM

F1 1963 (4 engines adopted fuel injection):

Ferrari V6 1,500 cc 205 HP at 10,500 RPM

BRM V8 200 HP at 10,500 RPM

Climax V8 198 HP (Monza onwards) /195 HP at 9,500 RPM (Lotus 25)

Porsche 165 HP at 8,500 RPM 8 boxer cylinders

F1 1964:

Honda V12 220 HP at 11,000 RPM (with 4 valves per cylinder, with 12 carburettors!!)

Ferrari 12 boxer with 220 HP at 12,000 RPM (with indirect injection)

Ferrari V8 210 HP at 11,000 RPM (with direct injection)

NOTE: Two camshafts, alloy cylinder head and 9.8:1 compression ratio. Even with 10 HP less, in general performance, this engine was better than the V12. (debuted from the GP USA).

BRM V8 205 HP at 10,500 RPM

Conventry-Clímax V8 200 HP at 9,750 RPM (Lotus 25 and 33)

Porsche 165 HP at 8,500 RPM 8 boxer cylinders

F1 1965:

Honda V12 230 HP/220 HP at 12,000 RPM (used direct injection - Modern F1 Book page 99)

Ferrari 12 boxer with 220 HP at 12,000 RPM (this information is not on the official website)

BRM V8 220 HP a 11,500 RPM

Conventry-Climax V8 213 HP at 10,500 RPM (4 valves per cylinder, 115 kg) (Lotus 33)

Coventry-Climax V8 205 HP at 10,500 RPM (2 valves per cylinder)

NOTE: Clark had priority and ran with a Climax engine with 4 valves per cylinder, while the other drivers raced with an engine with 2 valves per cylinder (Source Revista Auto Esporte from September 1965).

F1 1966 (Engines became 3,000 cc or 1,500 cc compressor):

BRM H16 400 HP at 11,500 RPM weight 190 kg (BRM 695 kg and Clark's Lotus 43 weighed +- 700 kg)

NOTE: It used 8 camshafts, 16 carburetors, 64 valves, 2 water wobbly and used twice as much oil as a V12.

Honda V12 48 valves with injection 400 HP at 11,000 RPM (debuted in Monza, but the car weighed 705 kg)

Honda V12 390 to 360 HP at 10,000 RPM (before Monza)

Weslake V12 364 HP at 9,750 RPM (Engine weighed 165 kg and Eagle car weighed 598 kg, debuted at Monza)

Ferrari V12 with 360 HP at 10,000 RPM (new engine at the end of the year, car weighed 604 kg)

Ford V8 350 HP (McLaren) (Not yet partnered with Cosworth)

Maserati V12 340 HP at 9,500 RPM (Cooper weighed 618 kg)

Repco V8 3.0 320 HP /315 HP at 7,250/ 7,100 RPM (car weighed 530 kg- Jack Brabham)

Ferrari V6 249 HP at 8,500 RPM

Climax V8 2.0 240 HP at 8700 RPM (Clark's Lotus 33 and Hulme in Brabham 500kg and Dan Gurney in Eagle)

F1 1967 (Ford Cosworth engine debut):

Weslake V12 416/ 415 HP / 413 HP at 10,250 RPM/10,200 RPM/ 10,000 RPM (Eagle weighed 553 Kg)

Ford Cosworth V8 DFV 405 HP at 9,000 RPM (168 kg) (Lotus 49 weighed 500 kg)

BRM H16 420 HP at 11,500 RPM (Lotus 43 weighed 660 kg)

Honda V12 412 HP at 11,000 RPM (car weighed 675 kg, then at the end of the year it went to 600 kg)

Ferrari V 12 390 HP at 10,000 RPM (at the end of the year the car weighed 510 kg)

Maserati 380 HP at 9,800 RPM

BRM V8 365 HP at 9,000 RPM (Lotus 33, McLaren/BRM weighed 510 Kg, premiered in Canada)

Repco V8 one over 350 HP at 9,000 RPM

Repco V8 330 HP at 8,300 RPM

F1 1968:

Honda V12 430 HP at 9,700 RPM (engine weight 210 Kg, car weight +- 600 Kg)

Weslake V12 +- 420 HP (engine weight 187 Kg - Estimated by 1967 engine)

Ford Cosworth DFV 415 HP at 9,500 RPM (engine 161 Kg, McLaren weight 415 kg and Lotus 49/49B had 400 Kg)

Ferrari V12 410 HP at 10,600 RPM (engine weight 180 Kg, car weighed 507 Kg)

Repco V8 400 HP at 9,500 RPM (engine weight 163 Kg, Brabham weighed 540 Kg)

BRM V12 400 HP at 10,000 BRM (engine weight 195 Kg, BRM car 520 Kg and Cooper car 540 Kg)

Matra V12 395 HP at 10,500 RPM (weight 173 kg) (Matra weighed between 550 and 600 kg, this engine was mounted in the cars of Matra's second drivers and only scored 2 points in the season)

Air-cooled Honda V8 390 HP at 10,500 RPM (At the end of the year. The engine weighed +- 110 kg. 100 kg less than the engine at the beginning of the year, the car did not exceed 500 kg)

F1 1969:

Ferrari V12 436 HP at 11,000 RPM

Ford Cosworth DFV V8 430 HP at 10,000 RPM (Matra/Ford 550 Kg and Lotus 49B/63 Rindt)

BRM V12 420 HP at 11,500 RPM

The 70's:

F1 1970:

Matra V12 485 HP at 10,400 RPM (car weighed 560 Kg)

Ferrari 12 boxer 450 HP at 12,000 RPM (car weighed 450 Kg without ballast)

BRM V12 435 HP at 11,000 RPM (car weighed 530 kg)

Ford Cosworth DFV V8 430 HP at 11,000 RPM (Tyrrell weighed +- 550 Kg)

F1 1971:

Pratt & Whitney Helicopter Turbine 500/475 HP at 45,000 RPM (Lotus 56B-turbine 700 Kg) Created in 1957, but had problems due to lack of engine brake and excessive weight.

Ferrari 12 boxer 470 HP at 12,600 RPM. That engine was abandoned mid-season.

Ford Cosworth DFV V8 (series 11) 450HP at 10,000 RPM (Tyrrell +- 530 Kg, March 580 Kg and Lotus 72)

Matra V12 440 HP at 11,000 RPM

BRM V12 435 HP at 10,500 RPM (car weighed 530 kg)

The Lotus 56 B's engine was a Pratt & Whitney turbine, but it was a complete failure in F1.

F1 1972:

Matra 485 HP a 11.800 RPM

Ferrari 12 boxer 470 HP (não consta informação no site oficial)

Ford Cosworth DFV V8 450 HP a 10.000 RPM Lotus 72 D

BRM V12 450 HP a 10.750 RPM

F1 1973:

Ferrari 12 boxer 485 HP a 12.500 RPM

Ford Cosworth DFV V8 460 HP a 10.250 RPM Lotus 72E

BRM V12 450 HP a 10.750 RPM

F1 1972:

Matra 485 HP at 11,800 RPM

Ferrari 12 boxer 470 HP (no information on the official website)

Ford Cosworth DFV V8 450 HP at 10,000 RPM Lotus 72 D

BRM V12 450 HP at 10,750 RPM

F1 1973:

Ferrari 12 boxer 485 HP at 12,500 RPM

Ford Cosworth DFV V8 460 HP at 10,250 RPM Lotus 72E

BRM V12 450 HP at 10,750 RPM

F1 1974:

Ferrari 12 boxer 490 HP at 12,500 RPM (Ferrari weighed 578 kg)

Ford Cosworth DFV V8 460 HP at 10,250 RPM (Lotus 72E and 76)

BRM V12 450 HP at 10,000 RPM

F1 1975:

Ferrari 12 boxer 495 HP at 12,200 RPM

Matra V12 490 HP at 11,500 RPM

Ford Cosworth DFV V8 485 /465 HP at 10,500 RPM (Lotus 72, 72E and 72 F, McLaren, Williams, Brabham, March, Tyrrell and Copersucar)

BRM V12 470 HP at 12,000 RPM

F1 1976:

Alfa Romeo 12 boxer 520 HP at 12,000 RPM

Ferrari 12 boxer 500 HP at 12,200 RPM

Matra V 12 500 HP at 11,600 RPM

Ford Cosworth DFV V8 490 HP/465 HP at 10,750/10,500 RPM (Lotus 77, McLaren, Tyrrell, Penske and Copersucar)

NOTE 1: 490 HP in the middle of the year onwards second: Book Engines 77 pg 21 and 22.

NOTE 2: Ingo Hoffman spoke on the Autoracing Podcast on 06/26/2024 that Copersucar used the less powerful Ford Cosworth customer version.

BRM V12 470 HP at 12,000 RPM

F1 1977:

Alfa Romeo V12 boxer 520 HP at 12,000 RPM

Ferrari 12 boxer 500 HP a 12,200 RPM (No information on the official website)

Renault EF1 V6 1500 cc turbo 500 HP at 11,000 RPM (1977 to 1979) 1st F1 turbo engine

BRM V12 470 HP at 11,000 RPM

Ford Cosworth DFV V8 465 HP at 10,500 RPM (Lotus 78 MK3)

F1 1978:

Alfa Romeo V12 boxer 520 HP at 12,000 RPM

Ferrari 12 boxer 510 HP at 12,200 RPM

Renault EF1 V6 1500 cc turbo 500 HP at 11,000 RPM (1977 to 1979) pg 12

Ford Cosworth DFV V8 475 HP at 10,750 RPM (Lotus 78-MK3 and MK4 (Peterson) and MK4 and MK4B (Andretti). The MK4B became known as the Lotus 79.)

F1 1979:

Alfa Romeo V12 boxer 525 HP at 12,000 RPM

Ferrari 12 boxer 515 HP at 12,300 RPM

Renault EF1 V6 1500cc turbo 500 HP at 11,000 RPM (1977 to 1979) pg 12

Ford Cosworth DFV V8 480 HP at 10,800 RPM (Williams weighed 585 kg) (Lotus 79 and 80)

The 80s:

F1 1980:

Ferrari V6 1500 cc turbo 540 HP at 11,000 RPM (racing) 1st Ferrari turbo engine

Alfa Romeo V12 boxer 520 HP at 12,000 RPM

Renault V6 1,500 cc turbo 520 HP at 11,500 RPM

Ferrari 12 aspirated boxer 515 HP (racing)

Ford Cosworth DFV V8 485 HP at 10,800 RPM (Lotus 81 and 81B)

F1 1981:

Ferrari 1,500 cc turbo 570 HP at 11,000 RPM (racing)

Renault V6 1,500 cc turbo 540 HP/530 HP at 11,500 RPM

Matra V12 520 HP at 13,200 RPM Ligier

Alfa Romeo V12 boxer 520 HP at 12,000 RPM

Ford Cosworth DFV V8 490 HP at 11,100 RPM (Brabham weighed 580 kg, Williams weighed 587 kg and MP4/1, Lotus 81B)

Hart 4L turbo 490 HP at 9,500 RPM

F1 1982:

Ferrari 1,500cc turbo 580 HP at 11,000 RPM (racing)

BMW 4L 1,500 cc 570 HP at 10,800 RPM

Renault V6 1,500 cc turbo 560 HP at 11,500 RPM

Alfa Romeo V12 boxer +- 525 HP at 12,300 RPM (175 kg)

Matra V12 520 HP at 13,200 RPM Ligier

Ford Cosworth DFV V8 (Judd) at 515 HP at 11,300 RPM

Ford Cosworth DFV V8 495 HP at 11,100 RPM (McLaren MP4/1B and Lotus 87B)

F1 1983:

BMW 4L 1,500 cc Turbo 800 HP (3.2 bar practice, end of year) at 11,500 RPM (Engine 170 kg, Brabham 540 kg)

BMW 4L 1,500 cc Turbo 740 HP (3 bar racing, end of year) at 11,500 RPM (Engine 170 kg, Brabham 540 kg)

Ferrari V6 1,500cc turbo +-800 HP (training)

Ferrari V6 1,500cc turbo 650 HP/600 HP at 10,500 RPM (racing)

Renault V6 turbo 1,500cc 700 HP (maximum power)/ 640 HP at 12,000 RPM (Lotus 93T/94T)

Porsche V6 turbo 1,500cc 700 HP/600 HP at 11,500 RPM/11,000 RPM 150 kg (M4/1D)

Alfa Romeo V8 turbo 1,500cc 640 HP at 11,800 RPM

Honda V6 1,500cc turbo 600 HP at 12,000 RPM (RA163E)

Hart 4L 1,500cc turbo 580 HP at 10,500 RPM

Ford Cosworth DFY V8 (Judd) 535 HP at 11,300 RPM (Tyrell weighed 540 kg) (Lotus 92)

Ford Cosworth DFV V8 510 HP at 11,200 RPM

F1 1984:

BMW 4L 1,500cc turbo 1050 HP at 11,500 RPM (4.5 training bar) (Brabham 580 Kg)

BMW 4L 1,500cc turbo 880 HP at 11,500 RPM (3.8 bar racing)

Ferrari V6 1,500 cc turbo 950 HP/ 800 HP (3.2 to 2.7 atm training) at 11,500 RPM (121 kg)

Ferrari V6 1,500 cc turbo 730 HP/ 660 HP (2.6 to 2.2 atm racing) at 11,000 RPM (Ferrari 580 to 545 kg)

Renault V6 EF4 1,500 cc 900 HP (Training engine, estimated)

Renault V6 EF4 1,500 cc 760 HP/ 750 HP at 11,500 RPM/11,000 RPM (Lotus 95 T)

Porsche V6 1,500 cc turbo 850 HP at 12,000 RPM (training) (MP 4/2 540 kg)

Porsche V6 1,500 cc turbo 750 HP/650 HP at 12,000/ 11,000 RPM (racing) 145 kg

NOTE: Bosch has developed a system with an electronic power supply control for Porsche engines (Monotronic), and this has made Porsche one step ahead of the competition in terms of economy. This was one of the secrets of Porsche, which could start with 204 liters of gasoline (therefore 12 kg lighter) against 220 liters of other turbo engines, according to Reginaldo Leme at the 1984 South Africa GP.

Honda V6 1500 cc turbo +- 850 HP (estimated training) (Weight 112 kg) Williams 540 kg (RA164E)

Honda V6 1500cc turbo 750 HP/ 650 HP (racing) at 11.000 RPM/11.400 RPM

Hart 4L 1,500cc turbo +- 800 HP (4 atm training, end of the year) at 11.00 RPM (engine 140kg, Toleman 560 kg)

Hart 4L 1,500 cc turbo +-700 HP (3.3 atm mid-year races) at 11,000 RPM.

Hart 4L 1,500 cc turbo 650 HP (beginning of the year) at 10,500 RPM (140 kg)

Alfa Romeo V8 turbo 1,500 cc 680 HP/ 670 HP at 11,800 RPM

Ford Cosworth DFV V8 510 HP at 11,200 RPM

F1 1985:

BMW 4L 1,500 cc turbo 1250 HP/ 1200 HP at 11,500 RPM (5.4 training bar).

BMW 4L 1,500 cc turbo 850 HP at 11,500 RPM (3.6 bar racing).

Honda V6 1500cc turbo 1070 HP (training after England) (RA165E)

Honda V6 1,500 cc turbo 880 HP (Racing Germany onwards).

Honda V6 1,500 cc turbo 800 HP (Brazil to England races) at 11,000 RPM

Renault V6 EF15 1000 HP / 850 HP (4.5 atm practice / 3.6 atm race) at 12,500 RPM Lotus 97T Compression ratio 7.5:1 and 154 kg (De Angelis car and after Monaco in Senna's car)

Renault V6 EF4B 850 HP/800 HP (training/racing 3.6 atm) at 12,500 RPM (Senna starting 85) 154 kg

NOTE: EF4B Renault engine (bore and stroke 82mm x 48.1mm) had more torque than the EF15. The EF15 Engine (diameter and stroke 80.1mm x 49.4mm) was smoother in acceleration, more powerful and had lower consumption. (Annuário Francisco Santos 1985 pg 42, 79 and 90) Senna was using this EF15 engine in Monaco, while De Angelis, Warwick and Tambay had already been using it since the beginning of the year.

Ferrari V6 1500 cc turbo +- 1000 HP (Training engine, estimated)

Ferrari V6 1,500 cc turbo 800 HP /780 HP at 12,000 RPM /11,000 RPM (racing)

Porsche V6 1,500 cc turbo 960 HP (3,8 atm training) (MP 4/2B)

Porsche V6 1,500 cc turbo 850 HP (3.4 atm racing) at 12,800 RPM 145 kg

Zakspeed 4L 1,500 cc turbo 900 HP (3.8 atm training) at 11,500 RPM

Zakspeed 4L 1,500 cc turbo 820 HP (3.5 atm racing) at 11,500 RPM

Hart 4L 1,500 turbo 800 HP (training) / 700 HP (racing 3,2 atm) at 10,500/ 11,000 RPM (120 kg) (RAM 540 kg)

Alfa Romeo V8 1,500 cc turbo 780 HP /700 HP running at 11,800 RPM (2.2 atm).

Motori Moderni V6 1500 cc turbo 720 HP at 11,300 RPM (Minardi)

F1 1986:

BMW 4L 1,500cc turbo +- 1400 HP a 11,500 RPM (5.5 bar training - Benetton) (170 Kg) Most powerful engine in F1 history

BMW 4L 1,500cc turbo +- 1300 HP at 11,500 RPM (4.9 training bar, engine lying 72º - Brabham) (170 kg)

BMW 4L 1,500cc turbo 900 HP /850 HP at 11,500 RPM (3.6 bar racing) (170 kg)

NOTE 1: BMW Reduced power by about 500 HP from training to the race. The BMW dynamometer reached up to 1280 HP, but years later these BMW engines were measured in modern dynamometers, and thus the power of 1400 HP was reached.

TOP SPEED in MONZA: BMW engine leaves behind Honda, Ferrari, Porsche and Renault.

“The car was like a bomb on circuits like Spa, Austria and Monza. And the power was unbelievable – even if the turbo lag was terrible. You had to accelerate going into the corner to get the power coming out of the corner. And if you missed the point by 5 or 10 meters, there was nothing you could do – you rolled. The delay was about a second or two. At Zeltweg, on the long straight to Bosch Kurve, the car was spitting out 1,400 horsepower and just kept pushing – it was like you were sitting on a rocket.” (Berger about the BMW turbo engine)

Honda V6 1500cc turbo 1200 HP at 12,000 RPM (training) (RA 166E)

Honda V6 1500cc turbo 1130 HP (5 atm Germany onwards) /1051HP (5 atm) (training) (RA166)

Honda V6 1,500cc turbo 963 HP (4 atm Germany onwards) /906 HP (4atm) /880 HP (racing) at 11,500 RPM (RA166E)

Honda V6 1,500cc turbo 900 HP/820 HP (Brazil to England - races) at 11,000 RPM (RA166E)

NOTE 2: Williams drivers had a pressure selector with 4 positions (1 economy, 2 and 3 pressures lower or higher, and 4 that gave an extra 50 HP or 60 HP for overtaking). (Annual FS 1986 page 29)

Renault V6 EF15C +- 1200 HP at 900 HP at 12,500/13,000 RPM (5.2 atm practice and between 3.7 and 4 atm race, premiered in France) Lotus 98T Compression ratio 7.0:1 and 154 kg WITH PNEUMATIC CONTROL

Renault V6 EF15B +-900 HP to 850 HP at 12,500/13,000 RPM (4 to 3.7 atm racing) (Up to US GP 86) Lotus 98T Compression ratio 8.0:1 and 154 kg

Ferrari V6 1500 cc turbo +- 1200 HP (Training engine- estimated)

Ferrari V6 1,500 cc turbo 890HP/ 850 HP at 11,500 RPM (racing)

Porsche V6 turbo 1500 cc +- 1060 HP (estimated) (4 atm in practice) (MP 4/2C)

Porsche V6 turbo 1,500 cc 850 HP at 12,000 RPM (3.4 atm in races) (150 kg)

Ford Cosworth GBA V6 1500cc TURBO 1000 HP/850 HP at 11,000 /12,000 RPM (Lola)

Zakspeed 4L turbo 1000 HP (4.5 atm practice) / 850 HP (3.6 atm race) at 11,500 RPM

Motori Moderni V6 1500 cc 780 HP/ 720 HP at 12,000 RPM/11,300 RPM (Minardi)

Alfa Romeo V8 1,500 cc turbo 700 HP at 11,800 RPM.

F1 1987 (Aspirated engines became 3,500 cc and 1,500cc turbos with 4 atm):

Honda V6 1,500cc turbo 995HP /+-900 HP (qualifying/racing) (4 atm in training with equivalence ratio 1.23) at 12,000 RPM compression ratio 7.4:1 Lotus 99T and Williams (RA 167E )

Ferrari V6 1,500cc turbo +-980/920 HP (training/racing 4.2 to 3.8 atm) at 11,800 RPM. Compression Tx 8.0:1 (end of year)
Ferrari V6 1,500cc turbo +-880/800 HP (training/racing 4 at 3.6 atm) at 11,800 RPM. (beginning of the year)

Ford Cosworth GBA V6 1500cc TURBO +- 980 HP/850 HP at 12,000 RPM (Benetton)

NOTE 1: The engine was powerful, but had twin pressure leaks, due to the use of two FISA Pop-off valves, in addition to the slow response to the accelerator. (Yearbook Francisco Santos 1987 pg 30 and 31)

Porsche V6 1.500 cc turbo +-960 HP (4 atm qualifyings after Germany) at 13.000 RPM (MP4/3)

Porsche V6 1.500 cc turbo 900 HP (4 atm qualifyings) at 13.000 RPM

Porsche V6 1,500 cc turbo 850 HP (3,4 atm racing) at 12,000 RPM (Annual FS 87 pg 18)

NOTE 2: Porsche already used a maximum pressure of 4 atm in 86, but for the 1987 regulations with the FISA pop-off valve they began to realize that the more they reached 4 atm in the turbo, the more they lost power, which is why they never reached use 100% of 1986 power. The explanation was that the engine had a non-interconnected cylinder bank and required two 4 atm pop-off valves, generating an increase in counter pressure (back pressure) that caused two twin leaks in the system, which is why they were unable to extract the full potencial of this engine. (Anuário Francisco Santos 1987 pg 27 and 28)

Megatron (BMW) 4L 1,500cc turbo almost 950 HP/ 900 HP at 11,500 RPM (4 bar training and 3.8 bar racing)

Zakspeed 4L 1,500cc turbo 920 HP at 11,500 RPM (4 atm racing and training)

Motori Moderni V6 1,500 cc 800 HP at 11,500 RPM (Minardi)

Ford Cosworth DFR V8 3,500 cc 650 HP at 11,500 RPM (165 kg) Aspirated AGS, Colloni, March, Tyrrell

Ford Cosworth DFZ V8 3,500 cc 580 HP at 10,200 RPM (165 kg) Aspirated Lola

F1 1988 (Aspirated 3,500cc and 1,500cc turbos with 2.5 atm):

Ferrari V6 1,500 cc turbo +-700 HP****/ 620 HP (training Belgium onwards/racing Italy onwards) at 12,800/ 12,000 RPM

Ferrari V6 1,500cc turbo 690 HP***/ 640 HP (training/race) at 12,750/12,000 RPM (France to Hungary)

Ferrari V6 1,500cc turbo 680 HP**/ 640 HP (training/race) at 12,700/12,000 RPM (Canada)

Ferrari V6 1,500cc turbo 660 HP*/ 640 HP (training/race) at 12,500/12,000 RPM (Mexico and USA)

Ferrari V6 1,500cc turbo 630 HP/ 600 HP (training/race) at 12,200/11,800 RPM (Brazil to Monaco)

Compression ratio 10.0:1 (engine weight 150 kg and car weight 542 kg)

Upgrades to the Ferrari engine throughout the season:

(*) In Mexico, Ferrari introduced Venturis tubes in the intake manifold and the heads were redesigned, so they could use 2.5 atm, and no longer the 2.35 atm so as not to open the pop-off valve. Similar solution that Honda (two butterflies) did on its engine from San Marino onwards. (FS Yearbook 1988 pg 20, 72 and 73). The power reached 660 HP.

(**) In Canada, Ferrari revised the engine chamber, with larger diameter valves and pistons and new materials (Source: https://en.wikipedia.org/wiki/Ferrari_F1/87), with this they obtained 20/25 HP at more (Jean Jacques Hiss, head of development at Ferrari in an interview Jornal O Globo 06/07/1988 pg 24). Power reached close to 680 HP.

(***) In France, Ferrari debuted a new version of the 033A with new pistons and intercooler. (FS Yearbook 1988 pg 21) The Ferrari gained engine speed and this new maximum power WAS NOT DISCLOSED either on the official website or on almost any website, but the power reached close to 690 HP.

(****) In Belgium they made new changes to the engine and brought new airfoils. The maximum power was not disclosed by Ferrari, but it is estimated that the engine exceeded 700 HP, as cited by Wikipedia.

Source: https://en.wikipedia.org/wiki/Ferrari_F1/87 and https://www.statsf1.com/pt/moteur-ferrari.aspx

NOTE 1: From Italy onwards, Ferrari changed the electronic engine mapping recommended by John Barnard and managed to reduce consumption in races and use more engine power for longer. Electronic car height adjusters were also introduced. (FS Yearbook 1988 pg 22) See explanation below.

“At the start of the season, technical director John Barnard of Ferrari had recommended the team's engineers to reduce the revs by 1000 RPM on the Type 033A engine and remap the engine to compensate for the power loss. Barnard's advice was ignored, however the team made an effort on fuel consumption. Before the Monza GP, changes were made to the engines that started to correspond to Barnard's suggestions, the result is better fuel economy with no power loss, although the Ferraris were still thirstier than the Honda."

“The Type 033A engine had good top power but suffered from poor throttle response and low low end power compared to the Honda engine.” That was where the Honda was better than the Ferrari: TORQUE AND CONSUMPTION.

Source:http://en.wikipedia.org/wiki/Ferrari_F1/87

Alfa Romeo (Stievanni-Osella) V8 1,500cc turbo +- 700 HP at 11,800 RPM (Qualifyings)

Alfa Romeo (Stievanni-Osella) V8 1,500cc turbo 620 HP at 11,000 RPM (racing)

NOTE 2: “Osella with the old Alfa Romeo 890T V8 turbo renamed "Osella V8" produced around 700 bhp (522 kW: 710 hp) was the second most powerful engine on the grid, but nowhere in the class of Honda or Ferrari and often proved to be more slower than the DFZ V8.” Source: https://en.wikipedia.org/wiki/1988_Formula_One_World_Championship

Honda V6 1,500cc turbo: 675 HP (685 ps) at 12,500 RPM (Qualifyings with equivalence ratio 1.15).

Honda V6 1,500cc turbo: 650 HP at 12,000 RPM (racing - best estimated consumption condition).

Honda V6 1,500cc turbo: 612 HP (620 ps) at 12,000 RPM (racing - worst consumption condition with equivalence ratio of 1.02). Engine 146 kg (Lotus 100T and McLaren MP4/4).

NOTE 3: The Honda engine started the year with a problem of premature opening of the pop-off valve (due to the inertia of the turbine gases). But already from San Marino they put two simple butterflies before the pop-off valve, solving the problem. (Anuário FS 1988 pg 20) From that race onwards they made a leap in engine power (Ferrari had the same problem and only solved it from GP Mexico onwards with Venturi tubes).

The Honda engine was the best engine of 1988, but from the middle of the year the Ferrari engine surpassed it in maximum training power, but the Japanese engine was still better, as it had a better compromise between power, torque and fuel economy.

Honda had 2 engines: XE2 for more economy and XE3 for more power on high, and the latter reached 13,200 RPM. (YearBook Francisco Santos 1988 pg 20).

Osamu Goto presentation at the 1989 SAE Congress on the Honda Turbo engine (685 ps=675 HP=504 KW)

Megatron (BMW) 4L 1,500cc turbo 650 HP (Monza onwards)/620 HP at 11,800 RPM (130 kg, Arrows weighed 540 kg)

NOTE 4: The Megatron engine had the same problem with premature opening of the pop-off valve as the Honda and Ferrari, but Heini Mader from BMW managed to solve the problem in Monza, achieving 30-50 HP more for the Arrows A10B that was 5 km/h (3 mph) faster than the McLaren Honda (but slower than the Ferraris) on Monza's long straights allowing Cheever and Warwick to line up 5 and 6. Source: http://en.wikipedia.org /wiki/1988_Italian_Grand_Prix

Zakspeed 4L 1,500cc turbo +- 640 HP (2.5 atm racing) at 11,500 RPM

Ford Cosworth DFR V8 3,500 cc 590 HP at 10,500 RPM (Benetton Exclusive)

Judd V8 3.500 cc (Ford Cosworth prepared by Judd) 590 HP at 11,500 RPM (Williams, March and Ligier)

Ford Cosworth DFZ V8 3,500 cc 580 HP/ 560 HP at 10,250 RPM

1983-1988 TURBO ENGINE DRY PADS:

Alfa Romeo: 13 (1 in 83, 7 in 84, 2 in 86, 2 in 87, 1 in 88)

Renault: 12 (zero in 83, 5 in 84, 5 in 85, 2 in 86)

BMW/Megatron: 8 (zero at 83, zero at 84, 2 at 85, 2 at 86, 4 at 87, zero at 88)

Porsche: 5 (zero in 83, 84 and 85, 4 in 86, 1 in 87)

Ferrari: 4 (zero in 83, zero in 84, 1 in 85, zero in 86, zero in 87, 3 in 88)

Honda: 3 (zero in 83, 2 in 84, zero in 85, zero in 86, 1 in 87, zero in 88)

Motori Moderni: 2 (1 in 86 and 1 in 87)

Zakspeed: 2 (2 out of 86)

Ford GBA: 1 (1 in 86)

F1 1989 (All 3,500cc naturally aspirated engines):

Honda V10 685 HP/ 640 HP (Training/Racing) at 13,000/12,800 RPM (RA109E) (MP 4/5)

Ferrari V12 650 HP/620 HP (training) at 12,500 RPM and 600 HP (racing) at 12,500 RPM.

Renault (RS1) V10 650 HP at 14,300 RPM (training) (141 kg)

Ford Cosworth HB V8 635 HP at 12,000 RPM (esp III, Benetton exclusive)

Judd CV V8 (Ford Cosworth prepared by Judd) 600 HP at 10,800 RPM (129 kg, Brabham, Lotus e March)

Lamborghini V12 600 HP at 11,200 RPM (160 kg)

90's:

F1 1990:

Ferrari V12 725/720 HP (qualifying Japan/Portugal*) at 14.500 RPM

Ferrari V12 710 HP at 13,800 RPM (before Portugal) /680 HP (racing) at 12,750 RPM

(*) Ferrari came with the “cannon” engine in Portugal with 15 HP more in the engine with special AGIP fuel and in Japan it brought a new butterfly intake system. (Yearbook F1 1990 pg 60 and 153)

Honda V10 700 HP (Germany onwards) /680 HP at 13,000/12,800 RPM (racing) (RA100E) 150 kg (MP 4/5B)

Renault (RS2) V10 660 HP at 12,800 RPM (139 kg) GP (Spain onwards)

Renault (RS1) V10 650 HP at 13,000 RPM (training sessions) (141 kg) (up to Portugal)

Ford Cosworth HB V8 650 HP at 13,000 RPM (esp IV, Benetton Silverstone onwards)

Lamborghini V12 650 HP/640 HP at 13,000 RPM (150 kg)

Ford Cosworth HB V8 635 HP at 12,000 RPM (esp III, Benetton to France)

Judd EV V8 (Ford Cosworth prepared by Judd) 630 HP @ 12,000 RPM (125 kg, Leyton House and Brabham)

Subaru V12 620 HP at 12,300 RPM (Coloni)

F1 1991:

Honda V12 780 HP (Japan*) at 13,800 RPM (RA121E) (MP 4/6) (158 kg)

Honda V12 755 HP (Belgium*) at 13,600 RPM (RA121E) (MP 4/6) (158 kg)

Honda V12 735 HP (Hungary) at 13,500 RPM (RA121E) (MP 4/6) (158 kg)

Honda V12 720 HP (early year) at 13,200 RPM (RA121E) (MP 4/6) (158 kg)

(*) With special Shell gasoline.

Renault (RS3B) V10 750 HP at 13,500 RPM (Training Monza and races Portugal onwards) (137 kg)

Renault (RS3) V10 700 HP at 12,500 RPM (racing) (137 kg)

Ferrari V12 735 HP /725 HP (racing) at 14,500 RPM

Honda V10 700 HP/690 HP at 13,500 RPM (racing) (RA100E 90 engine) 150 kg (Tyrrell and Footwork)

Porsche V12 680 HP at 13,000 RPM (190 kg) (Footwork)

Ilmor V10 680 HP at 13,000 RPM (Leyton House)

Ford Cosworth HB V8 670 HP at 13,000 RPM (esp V Jordan) (130 kg)

Lamborghini V12 655 HP at 13,000 RPM (150 kg)

Ford Cosworth HB V8 650 HP at 13,000 RPM (esp IV)

Yamaha V12 650 HP at 13,500 RPM (140 kg)

Judd V8 (Ford Cosworth prepared by Judd) 640 HP at 12,400 RPM (Lotus)

F1 1992 (From Hungary Use prohibited of special gasoline):

Honda V12 805 HP (*)/764 HP at 14,800 RPM (Training/Racing Canada to Germany) (RA 122E, 150 kg)

Honda V12 774 HP (Japan and Australia training) at 14,400 RPM (RA122E special, 150 kg) (MP 4/7)

Honda V12 770 HP/ 750 HP at 14,500 RPM/ 14,400 RPM (training/race Hungary to Portugal) (RA122E)

Honda V12 780 HP/720 HP (training/race to Monaco) at 14,800/14,000 RPM (RA121E 91 engine)

(*) With special Shell gasoline used until Germany. Then the use of special gasoline was banned and the engine lost power.

NOTE: At the beginning of the year, up to Monaco, Renault had 20 HP more power than the Honda, but in Canada Honda debuted a new engine and surpassed the Renault engine by 5 HP. In Hungary, the FIA banned special gasoline, so the Renault engine lost 50 HP, while the Honda lost only 35 HP and ended the year with more power than the Renault.

Renault V10 800 HP (*) at 14,500 RPM (Qualifying until Germany) (RS4 137 kg)

Renault V10 750 HP at 13,500 RPM (Qualifying from Hungary onwards) (RS4 137 kg)

Renault V10 740 HP at 13,000 RPM (racing) (RS3C 137 kg)

(*) With ELF special gasoline used until Germany. Then the use of special gasoline was banned and the engine lost power.

Ferrari V12 750 HP (Training engine - estimated by 93 engine)

Ferrari V12 735 HP at 14,800 RPM (racing)

Ford Cosworth HB V8 720 HP at 13,500 RPM (esp VII Benetton San Marino onwards) (130 kg)

Lamborghini V12 700 HP at 13,200 RPM (150 kg)

Ford Cosworth HB V8 685 HP at 12,800 RPM (esp VI) (130kg)

Ford Cosworth HB V8 670 HP at 13,000 RPM (esp V) (130 kg)

Yamaha V10 660 HP at 13.500 RPM (Jordan, 140 kg)

F1 1993 (99 octane limitation for gasoline):

Renault (RS5) V10 780 HP (training) /+-750 HP (racing) at 14,800 RPM/14,000 RPM (137 kg)

Ferrari V12+- 775 HP (workouts after Germany, Yearbook FS 94 pg 44)

Ferrari V12 750 HP/ 745 HP at 15,000 RPM (racing)

Ilmor (Mercedes) V10 730 HP at 14,300 RPM (Sauber)

Ford Cosworth HB V8 730 HP at 13,800 RPM (esp VIII Benetton England onwards and McLaren Germany onwards 140 kg)

Ford Cosworth HB V8 720 HP at 13,500 RPM (esp VII Benetton up to France and McLaren England onwards 130 kg)

Ford Cosworth HB V8 685 HP at 12,800 RPM (esp VI McLaren up to French GP, Lotus and Minardi 100% 130kg)

-> LEAST POWERFUL ENGINE IN F1 IN 1993.

NOTE 1: This Ford esp VII engine with pneumatic control and Ford EEC IV electronic management was the first V8 HP engine to go from 13,000 RPM whose capacity goes from 1.5 to 1.7 million information per second and the engine head was different. (Anuário Francisco Santos 92 pg 99) This engine has been used by Benetton since San Marino 92.

NOTE 2: About the dispute over Ford engines specifications VI, VII and VIII between Benetton and McLaren:

Afr, Bra, Eur, San, Esp, Mon. Can, Fra==> McLaren 685 HP engine and Benetton 720 HP.
Ing==> McLaren 720 HP engine and Benetton 730 HP in training and running. (*)

Ale and Hun==> Both used a 730 HP engine in practice and 720 HP in races.
Bel, Ita, Por, Jap and Aus==> Both used the 730 HP engine in training and racing.

(*) Benetton was a partner of Ford, and everything indicates that, secretly, Benetton was already using the 730 HP Ford VIII engine in England, but “bluffed” by saying that it was using the VII series. In this race McLaren used the series VII, and took 1.5s in Benetton's training.

NOTE 3: TAG used two injection nozzles per cylinder in McLaren's Ford engines, but the benefit of this was inconclusive. (Anuário Francisco Santos 1993 pg 45) Perhaps TAG made this engine's power reach 700 HP, even so the final power was below Benetton's latest generation Ford engine.

NOTE 4: Benetton and McLaren started to receive the same engine from the German GP, not from the British GP, as some sources inadvertently report, a Ford Brazil Executive and Senna confirmed this. (See the 3 reports below)

NOTE 5: Corroborating what was written above, the Yearbook of Francisco Santos 1993 pg 118 reported that at the German GP, Benetton was furious to learn that the series VIII engine would be supplied to McLaren. If they were furious, it can be concluded that precisely in this race, Benetton lost an engine advantage over McLaren, which can be seen in the difference in times in training in Germany.

Reproduced Jornal O Globo 04/18/1993 pg 55, 06/06/1993 pg 59 and Jornal do Brasil 07/03/1993 pg 36

Mugen Honda 720 HP at 13,200 RPM (RA121E) Footwork

Lamborghini V12 710 HP at 13,800 RPM (weight 150 kg, this engine was tested in McLaren in 93 by Senna)

Hart V10 700 HP at 13,000 RPM (Jordan)

Yamaha V 10 690 HP at 13,500 RPM (Tyrrell) 130 kg

F1 1994:

Ferrari V12 830 HP at 16,000 RPM (Special training engine after Italy)

Ferrari V12 820 HP /800 HP (training England to Belgium / races after England) at 15,250 RPM

Ferrari V12 775 HP at 15,800 RPM (training until France- Yearbook FS 94 pg 44)

Ferrari V12 750 HP at 15,300 RPM (races to France)

Renault (RS6 and RS6B) V10 800 HP / 790 HP at 14,400/14,300 RPM (134kg/136 kg)

Mercedes V10 765 HP at 14,000 RPM (Sauber)

Ford ZETEC R V8 750/730 HP at 14,500 RPM (Benetton Exclusive 135 kg)

Yamaha V10 750 HP at 13,500 RPM (Tyrrell)

Peugeot V10 750 HP at 14,500 RPM (A6 engine 133 kg) (MP 4/9)

Peugeot V10 700 HP14,250 RPM (A4 engine 133 kg)

Mugen Honda V10 740 HP at 13,500 RPM (RA121E) (after Belgium estimated) Lotus

Mugen Honda V10 725 HP at 13,500 RPM (RA121E) (up to Belgium) Lotus

Hart 730 HP at 13,300 RPM (training/race)

Ford Cosworth HB V8 730 HP/720 HP a 13,800/13,500 RPM (esp VIII and VII - Larrouse, Footwork and Minardi)

Ilmor V10 696 HP at 12,800 RPM (126 kg) (Pacific)

Ford Cosworth HB V8 670 HP at 12,800 RPM (esp V Sintek 130kg)

Summary of Ford Cosworth V8 engines (1967-1994):

1967 Ford Cosworth DFV V8 510 HP/405 HP at 11,200/9,000 RPM (168 kg)

1983 Ford Cosworth DFY V8 530 HP/500 HP at 11,000 RPM (150 Kg)

1987 Ford Cosworth DFZ V8 580 HP/560 HP at 10,500 RPM (155kg to 165 kg)

1987 Ford Cosworth DFR V8 650 HP/590 HP at 10,500 RPM (155 kg)

1989 Ford Cosworth HB V8 630 HP at 11,500 RPM (esp I and II 130 kg)

1989 Ford Cosworth HB V8 635 HP at 12,000 RPM (esp III 130 kg)

1990 Ford Cosworth HB V8 650 HP at 13,000 RPM (esp IV 130 kg)

1991 Ford Cosworth HB V8 670 HP at 13,000 RPM (esp V 130 kg)

1991 Ford Cosworth HB V8 685 HP at 12,800 RPM (esp VI 130 kg)

1992 Ford Cosworth HB V8 720 HP at 13,500 RPM (esp VII 130 kg with pneumatic valves)

1993 Ford Cosworth HB V8 730 HP at 13,800 RPM (esp VIII 130 kg with pneumatic valves edesign solutions for Ford V12)

1994 Ford ZETEC R (ECA) V8 750 HP at 14,500 RPM (135 kg)

F1 1995 (All 3000cc aspirated engines):

Renault (RS7, RS7B, RS7C) V10 750 HP/725HP at 16,000 RPM (132 kg)

Ferrari V12 760/730 HP/ 700 HP (racing) at 17,000 RPM / 16,800 RPM

Peugeot V10 +-700/675 HP (version 2 and 1) around 16,000 RPM (said by Rubinho) (Jordan)

Mercedes V10 690 HP at 15,200 RPM (MP 4/10)

Mugen Honda V10 675HP at 13,500 RPM (Ligier)

Yamaha V10 over 660 HP at 15,000 RPM (130 kg)

Ford ZETEC R (ECA) V8 630/610 HP at 14,000 RPM (135 kg)

Mugen Honda V10 630 HP at 16,000 RPM (Ligier)

Ford ED V8 600/580 HP at 13,800 RPM (132 kg) (Forti Corsi)

F1 1996:

Renault (RS8 and RS8B) V10 750 HP/740 HP at 16,600 RPM (132 kg)

Ferrari V10 750 HP at 16,500 RPM (training). According to Galvão and Reginaldo, he debuted a special engine in training in San Marino.

Ferrari V10 715 HP at 15,500 RPM (racing).

Mercedes 730 HP/ 720 HP at 15,700 RPM (123 kg) MP4/11

Peugeot V10 720 HP 15,500 RPM (133 kg)

Ford ZETEC R (JD) V10 690 HP/670 HP at 15,800 RPM (120 kg) Sauber

Mugen Honda V10 690 HP at 13,700 RPM (Ligier-Panis won with this engine in Monaco)

Yamaha V10 at 690 HP at 13,800 (105 kg)

Hart V8 680 HP at 13,100 RPM

Ford ZETEC R (ECA) V8 630 HP/610 HP at 14,000 RPM (135 kg)

Ford ED V8 600 HP/580 HP at 13,800 RPM (132 kg)

F1 1997:

Renault V10 775 HP at 15,600 RPM (training France onwards) (RS9B) (121 kg)

Renault V10 755 HP at 15,000 RPM (races France onwards) (RS9A) (121kg)

Renault V10 740 HP at 14,600 RPM (Australia to Canada races) (RS9) (121 kg)

Mercedes V10 775 HP/750 HP at 16,000 RPM (training/Racing after Spain) (124 kg)

Mercedes V10 760 HP at 15,800 RPM (124 kg) (Before Spain) (MP4/12)

Ferrari V10 750/730 HP at 16,500/16,050 RPM. (120/126 kg)

Peugeot V10 750 HP/730 HP at 15,500 RPM

Ford ZETEC R (JD) V10 730 HP/720 HP at 16,500 RPM (120 kg) (Stewart)

Mugen Honda V10 725 HP (Prost)

Yamaha V10 over 700 HP at 16,000 RPM (105 kg)

Hart V8 680 HP at 13,100 RPM (Minardi)

Ford ZETEC R (ECA) V8 630 HP/610 HP at 14,000 RPM (135 kg)

Ford ED V8 600 HP/580 HP at 13,800 RPM (132 kg) (Tyrrell)

F1 1998:

Ferrari V10 805 HP at 17,000 RPM (121 kg Japan)

Ferrari V10 765 HP at 17,000 RPM (from San Marino)

Ferrari V10 750 HP (training) at 16,500 RPM and 730/715 Hp (racing) at 16,050 RPM. (Sauber engine)

Mercedes V10 800 HP at 16,100 RPM (107 kg) (MP 4/13)

Mecachrome/Playlife (Renault RS9B) V10 775 HP at 15,600 RPM (121 kg)

Mugen Honda V10 +-770 HP (R4YE) at 16,500 RPM (Jordan)

Peugeot V10 765 HP 15,200 RPM (Prost)

Ford ZETEC R (JD) V10 730 HP / 720 HP at 16,500 RPM / 15,00 RPM (120 kg) (Stewart)

F1 1999:

Mercedes V10 810 HP 16,200 RPM (107 kg) (MP 4/14)

Mugen Honda V10 800 HP/780 HP (R4YE) at 16,500 RPM (Jordan)

Ferrari V10 790 HP (¨¨)/780 HP (*) at 17,200(*)/16,500/16,300 RPM (races)(115 kg)

Ford Cosworth CR-1 V10 790/ 770 HP at 16,500 RPM (Stewart exclusive) 100 kg

NOTE: According to Barrichello, this was the first engine in F1 history to weigh less than 100kg.

Peugeot 785 HP / 780 HP at 15,700 / 17,000 RPM

Supertec/Playlife (Renault RS9B) V10 775 HP/770 HP at 17.000 RPM (121 kg) (BAR)

Ford Cosworth ZETEC-R 730 HP at 16.500 RPM (120 kg)

2000's:

F1 2000:

Mercedes 815 HP at 17,800 RPM (98 kg) (MP 4/15)

Ferrari 806 HP/ 805 HP (racing) at 17,500 RPM// 17,300 RPM (106 kg)

BMW V10 800 HP at 17,200 RPM (120 kg)

Honda V10 800 HP / 770 HP at 17,000 RPM (RA000E) (110 kg BAR)

Cosworth CR-2 V10 +-800 HP at 17,600 RPM (97 kg)

Peugeot 790 HP/785HP /770 HP at 17,500 RPM/17,900 RPM (109 kg)

Ferrari V10 780 HP at 16,300 RPM (racing)(114 kg) (Sauber)

SUPERTEC/Playlife (Renault RS9B) V10 775 HP at 15,600 RPM (118 kg Yearbook FS pg 35)

Mugen Honda V10 over 770 HP at 15,800 RPM (122 kg Yearbook pg 35) (Jordan)

Ford ZETEC R (VJ) V10 690 HP/670 HP at 15,800/16,500 RPM (120 kg)

F1 2001:

BMW V10 862 HP (training)/850 HP/840 HP at 18,000 RPM (98 kg)

Ferrari V10 850 HP (training) / 840 HP / 825 HP (racing) at 17,700 RPM/ 17,300 RPM (100 kg)

Cosworth CR-3 V10 840 HP/ 790 HP at 18,500 RPM (97 kg)

Honda V10 840 HP/ 800 HP at 18,500/17,900 RPM (RA001E) (BAR and Jordan)

Mercedes V10 830 HP/ 825 HP at 17,800 RPM (MP 4/16)

Ferrari V10 820 HP at 17,700 RPM (105 kg) (Acer engine from Prost and Sauber)

Asiatech (Peugeot) V10 800 HP/ 760 HP (FS Yearbook 2001 pg 35) at 17,500 RPM (108 kg) Arrows

Supertec/Playlife (Renault RS21) V10 780 HP at 17,500 RPM (117 kg)

Ford ZETEC R (JD) V10 770HP /750 HP at 16,500 RPM (135 kg)

Renault V10 +-750 HP (estimated according to Yearbook FS 2001 pg 34)

Ford ZETEC R (VJM) V10 690 HP/670 HP at 15,800/16,500 RPM (120 kg)

F1 2002:

BMW V10 880 HP (Monza training onwards) / 865 HP at 19,050 RPM / 18,700 RPM 99 kg

Ferrari V10 880 HP (training) / 835 HP at 17,800 RPM (racing)100kg

Honda V10 865 HP (Germany onwards)/835 HP at 18,200 RPM (RA002E) 110 kg

Mercedes V10 860 HP at 18,500 RPM 105 kg (MP 4/17)

Cosworth CR-3 V10 840 HP at 18,500 RPM (97 kg)

Toyota V10 835 HP/830 HP at 18,200 RPM/17,600 RPM

Renault (RS22) V10 810 HP (according to Philippe Girard Director of Renault Yearbook FS 2005 pg 38)

Renault (RS22) V10 over 800 HP at 17,500 RPM 105 kg

Asiatech (Peugeot) V10 800 HP at 17,500 RPM (108 kg). Estimated for the previous year.

Cosworth CR-4 (RS1) V10 +- 780 HP at 18,000 RPM (estimated) 105 kg

F1 2003 (Regulation now requires the same engine for training and racing):

BMW V10 +- 920 HP / above 900 HP at 19,200 RPM (weight 91 kg)

Ferrari V10 920 HP (end of year) / +-900 HP at 19,500 RPM / 19,000 RPM (training) (95kg)

Ferrari V10 845 HP at 18,300 RPM (racing) (95 kg) Car weighed 600 kg

Honda V10 over 900 HP (Canada onwards) / 850 HP 19,000 RPM (RA003E)

Ferrari 880 HP at 19,000 RPM (Sauber)

Mercedes V10 +-870 HP /850 HP at 18,500 RPM (MP 4/17D)

Toyota V 10 845 HP at 18,400 RPM

Renault (RS23) V10 830 HP at 17,800 RPM (90 kg)

Cosworth CR-5 (RS2) V10 800 HP at 18,300 RPM (94 kg)

Cosworth CR-3 V10 800 HP at 18,000 RPM (97 kg) (estimated by the 2002 rev reduction)

F1 2004 (One engine started to be used in a weekend, if you change it loses 10 places on the grid):

Honda V10 above 930 HP /900 HP at 19,000 RPM (RA004E)

Ferrari V10 over 900 HP at 18,800 RPM / 865 HP (racing) at 18,300 RPM

BMW V10 900 HP at 19,000 RPM (89 kg)

Toyota V10 900 HP at 19,000 RPM (93 kg)

Mercedes V10 870 HP at 18,500 RPM (94 kg) (MP4/19)

Renault (RS24) V10 870 HP at 18,800 RPM

Cosworth CR-6 V10 840 HP at 18,300 RPM (estimated) 94 kg

F1 2005 (One engine is now used in two races, if you change you lose 10 places on the grid):

BMW V10 950 HP / 925 HP at 19,000 RPM (92 kg) -> F1's MOST POWERFUL VACUUM ENGINE

Ferrari V10 940 HP (end of year) / 900 HP at 19,000 RPM (training)

Ferrari V10 865 HP at 18,300 RPM (racing)

Mercedes V10 930 HP at 19,000 RPM (After France) MP 4/20

Mercedes V10 915 HP (up to the US GP, as reported in the FS 2005 Yearbook pg 121)

Honda V10 930 HP / above 900 HP at +- 18,500 RPM (RA005E)

Renault (RS25E) V10 900 HP at 19,500 RPM (105 kg) China

Renault (RS25D) V10 850 HP at 18,500 RPM (105 kg) Brazil to Japan

Renault (RS25C) V10 +- 820 HP at 18,500 RPM (105 kg) Europe to Belgium

Renault (RS25 and RS25B) V10 over 800 HP at 18,000 RPM (105 kg) Beginning of the year

Toyota V10 900 HP at 19,000 RPM (91kg)

Cosworth V10 (TJ2005) 900 HP at 18,000 RPM

F1 2006 (Engines changed to V8 with 2,400 cc and the 3,000 cc V10 was limited to 16,500 RPM):

Ferrari V8 +- 780 HP at 19,000 RPM Practice engine (estimated) and special engine for Schumacher used only in the race at the Brazilian GP

Ferrari V8 735 HP at 18,000 RPM (racing) (95 kg)

Renault (RS26E) V8 780 HP at 20,000 RPM (95 kg) Special engine for Fisichella, used only in Brazil.

Renault (RS26D) V8 770 HP at 19,750 RPM (95 kg) Special engine for Alonso, used only in Brazil.

Renault (RS26C) V8 760 HP at 19,500 RPM (95 kg) China onwards (FS Yearbook 2006 pg 173).

Renault (RS26B) V8 750 HP at 19,250 RPM (95 kg) Malaysia onwards for Fisichella (FS Yearbook 2006 pg 59)

Renault (RS26) V8 740 HP at 19,000 RPM (95 kg) Beginning of the year.

BMW V8 760 HP at 19,500 RPM (95 kg) (Sauber)

Toyota V8 760 HP / 750 HP at 19,000 RPM

Mercedes V8 750 HP at 19,000 RPM (McLaren MP 4/21)

Cosworth V8 740 HP at 16,700 RPM (Williams) 100 kg

Honda V8 718 HP / above 700 HP at 19,500 RPM / above 18,500 RPM (RA806E)

F1 2007:

BMW V8+- 760 HP at 19,000 RPM (estimated by 2006 engine) (95 kg)

Ferrari V8 +-755HP (estimated)

Ferrari V8 730 HP (racing) at 19,000 RPM (95 kg)

Mercedes V8 +-750 HP at 19,000 RPM (95 kg) (estimated by 2006 engine)

Renault V8 750 HP / 740 HP at 19,000 RPM (95 kg)

Toyota V8 750 HP at 19,000 RPM

Honda V8 724 HP / over 700 HP over 18,500 RPM (RA807E)

F1 2008 (Engine rotation limited to 18,000 RPM, use of single ECU control unit and ban on CT, CL and start of engine freezing):

Mercedes 755 HP (estimated by 2007 engine)

BMW V8 755 HP (estimated by 2007 engine)

Ferrari V8 750HP (estimated by 2007 engine)/740 HP (racing)

Honda V8 747 HP at 19,000 RPM 95 kg

Renault V8 740 HP (estimated by 2007 engine)

Toyota V8 740 HP

F1 2009 not counting the KERS (which gives approximately 60 kW or 80 hp more to the engine. Engines limited to 8 per season can be used in any order and return of slick tires):

Mercedes V8 755 HP at 18,000 RPM 95 kg

BMW V8 755 HP at 18,000 RPM 95 kg

Ferrari V8 +- 750 HP at 18,000 RPM 95 kg (estimated)

Renault V8 +- 750 HP / 740 HP at 18,000 RPM 95 kg

Toyota V8 +- 740/737 HP at 18,000 RPM

NOTE: KERS (Kinetic Energy Recovery System) is the brake energy recovery system to gain extra power.

Years 2010:

F1 2010 to 2013 not counting the KERS (+-80 HP). You can only use 8 engines a year and anyway. If you use the 9th engine you lose 10 positions on the grid. In 2011 the minimum car weight was 640 kg:

Mercedes V8 +- 755 HP (95 kg)

Ferrari V8 750 HP (95 kg)

Renault V8 750 HP /740 HP (95 kg)

Cosworth V8 +- 730 HP (100 Kg)

F1 2014 (Hybrid 1,600cc V6 turbo engine with 15,000 RPM limitation and 100kg of gasoline):

Mercedes 840 HP (680 HP + 160 HP, estimated with ERS) is estimated to weigh 18 kg less and take up less space than the Ferrari and Renault power units, due to the smaller intercooler.

Ferrari 780 HP (After China, estimated by 2015 engine)

Ferrari 760 HP (600 HP + 160 HP ERS)

Renault 760 HP (600 HP + 160 HP ERS) Canada onwards 145 kg

Renault 740 HP (580 HP + 160 HP ERS) (before Canada)

NOTE:

MGU-K (Motor Generator Unit Kinetics) uses heat from the braking system to power a battery that helps power the engine to the crankshaft. This power is limited to 160 HP by regulation.

MGU-H (Motor Generator Unit by Heat) uses the heat generated by the turbo to power a battery that helps the turbo shaft rotate, preventing "Turbo Lag", but there is no power limit.

Mercedes Turbo 2014 engine with MGU-K und MGU-H.

Mercedes 18 kg lighter and 60 hp stronger

According to recent rumors, the Mercedes W05 not only has a power unit about 50/60 hp stronger, but also the advantage of being 18 kg lighter than the competition (which translates into better distribution of ballast in the car. ). The secret is the perfectly matched arrangement of the power unit with the chassis and the cooling system. The result is a more aerodynamically efficient car with more available power.

The difference shown so far by Mercedes will probably remain the same for the next races. Ferrari, Renault and Honda cannot fail on next year's project as 2015 will be their last chance (due to freezing rules) to fill at least a part of the power deficit as Aldo Costa has revealed that his power unit for 2015 it will gain another incredible 70 hp.

Source:http://www.autoracing.com.br/mercedes-fez-duas-corridos-em-cingapura/

F1 2015:

Mercedes

915 HP (Phase IV Monza onwards)

900 HP (Phase II and III)

890 HP (beginning of the year)

Ferrari

910 HP (Monza onwards, estimated)

890 HP (Spain onwards)

860 HP (beginning of the year)

Renault

850 HP (Italy onwards)

825 HP (beginning of the year)

Honda

840 HP (Esp IV, Russia, estimated)

825 HP (Esp III, Monaco, according to Burti)

800 HP (Esp II)

775 HP (Esp I Australia in Safe Mode)

NOTE: These powers are estimated, because for obvious reasons, no manufacturer informs the maximum power of its power unit.

F1 2016:

Mercedes

970 HP (after Belgium estimated)

950 HP (beginning of the year)

Ferrari

950 HP (after Italy estimated)

940 HP (after Canada estimated)

930 HP (beginning of the year)

Renault

920 HP (after Spain estimated)

900 HP (beginning of the year)

Honda

920 HP (after Malaysian estimated)

850 HP (beginning of the year)

NOTE: These powers are estimated, because for obvious reasons, no manufacturer informs the maximum power of its power unit.

F1 2017:

Mercedes

1010 HP (Belgium version IV onwards)

1000 HP (Spain)

990 HP (estimated by the press)

Ferrari

1000 HP (end of year)

990 HP (beginning of the year)

Renault

970 HP (end of year)

950 HP (5kg lighter engine)

Honda

955 HP (Esp III Monza onwards)

940 HP (Esp II Austria onwards)

900 HP (Esp I beginning of the year)

NOTE: These wattages are estimated, because for obvious reasons, no manufacturer reports the maximum wattage of their power unit.

F1 – Ferrari engine expected to exceed 1000 hp in 2017

Tuesday, January 3, 2017 at 9:32 am

Ferrari will break the 1000 hp barrier with its 2017 engine, according to a report in the Gazzetta dello Sport.

The Italian sports newspaper also speculated that the team's new machine, codenamed 668 and due to launch on February 24, will have a narrow nose and a new gearbox.

As for horsepower, the correspondent wrote: “Among other things, the increased fuel flow will mean the engine can reach and exceed 1000 hp, which was almost achieved last season with peaks of 970-980 hp.”

Source:http://www.autoracing.com.br/f1-motor-ferrari-deve-superar-1000-hp-em-2017/

F1 2018:

Ferrari

1030 HP (version 3 Spa onwards)

1020 HP (version 2 Canada onwards)

1000 HP (beginning of the year)

Mercedes

1020 HP (EVO 3 Spa onwards)

1015 HP (EVO 2 France onwards)

1010 HP (beginning of the year)

Renault

1010 HP (Spec 3 Monza some cars)

1000 HP (Spec 2 Austria onwards)

990 HP (from Canada)

980 HP (from China)

970 HP (beginning of the year)

Honda

1000 HP (Esp III Japan onwards)

990 HP (Esp II Canada onwards)

970 HP (beginning of the year)

NOTE: These wattages are estimated, because for obvious reasons, no manufacturer reports the maximum wattage of their power unit.

F1 2019 (tank capacity was 110 kg):

Ferrari

1085 HP (Spa for Sauber and Haas, and Monza for Ferrari) (estimated) (**)

1065 HP (Spain onwards in Ferrari)

1050 HP (beginning of the year)

(**) There were suspicions that the Ferrari engine was irregular this season. At the end of the year the FIA discovered that the Ferrari engine was bypassing the sensor measuring the flow of gasoline.

Mercedes

1070 HP (Spa onwards) (estimated)

1055 HP (phase II Canada)

1040 HP (beginning of the year)

Honda

1050 HP (Spec 4 Spa onwards Albon and Kvyat and at Monza with Verstappen and Gasly, estimated)

1030 HP (Spec 3 France, excluding Albon) (estimated)

1020 HP (Spec 2 Azerbaijan onwards)

1010 HP (beginning of the year)

Renault

1040 HP (end of year D-Spec)

1025HP (C-Spec) (Spain onwards) (estimated)

1020 HP (B-Spec)

1010 HP (*) (beginning of the year)

(*) At the beginning of the year Renault had problems with breakages, so they used power well below 1010HP.

NOTE: These powers are estimated, because for obvious reasons, no manufacturer informs the maximum power of its power unit.

F1 – Ferrari has the best engine, but it's not 55 hp

Friday, September 20, 2019 at 12:46 pm

Ferrari has owned the most powerful UP in F1 for over a year now, and it continues to confuse everyone as to how Maranello is managing to do that. While the other UPs finally seem to converge – Renault and Honda, with their latest specs, are believed to be averaging within 15 hp of Mercedes – Ferrari continues to have a decisive advantage over them all. GPS analysis is provided to teams at each race by the FIA, plus a device – which some teams use – called an audimeter that measures the power of sound, certifies this in practice. The GPS also shows that the UP Ferrari's torque/acceleration is the best of all. Red cars accelerate faster and therefore arrive earlier at final speed. And that's a big plus. From this information, one can calculate – with a decent degree of accuracy – what everyone has. Ferrari's Q3 lead over Mercedes tends to beabout 20 hp and half of that in the race.

Source:https://www.autoracing.com.br/f1-ferrari-tem-o-melhor-motor-mas-nao-sao-55-hp/

Years 2020:

F1 2020:

Mercedes 1080 HP (estimated beginning of the year) with "Party Mode".

Honda 1050 HP (estimated beginning of the year) with "Party Mode".

Renault 1050 HP (estimated beginning of the year) with "Party Mode".

Ferrari 1010 HP (estimated beginning of the year) with "Party Mode". (*)

NOTE 1: Party Mode is a critical engine usage regime used for just one lap for your drivers to do "flying laps" in qualifying.

NOTE 2: These powers are estimates, because for obvious reasons, no manufacturer informs the maximum power of its power unit.

(*) Ferrari was forced to reduce power due to the FIA discovering an “electronic trick” used in 2019 that managed to “circumvent” the FIA sensor that monitors the regulatory flow of gasoline every 20s (Rafael Machado SPORTV). Marcelo Courrege from Rede Globo said that Ferrari lost 70 HP in 2020 compared to the 2019 engine.

(*) Mika Salo, FIA commissioner, confirmed in an interview that Ferrari's punishment in 2020 was the reduction of the accelerator course. “I don't know if it's a new engine, but they are allowed to use it at full power. Having limited throttle was the punishment for his cheating last year.” (Video from Ressaca F1 Channel February 2021)

Source: https://www.youtube.com/watch?v=JK2nwTILYrs

After the FIA banned “party mode” engines from GP Monza 2020 onwards:

Mercedes 1030 HP (estimated end of year)

Renault 1010 HP (estimated end of year)

Honda 1000 HP (estimated end of year)

Ferrari 980 HP (estimated end of year)

F1 2021:

Mercedes

1050 HP (new Hamilton engine used in only 3 races at the end of the year)

1040 HP (England onwards, with new engine mapping)

1030 HP (beginning of year)

honda

1035 HP (engine with aggressive mapping used in the last two races of the year)

1030 HP (esp II France onwards)

1020 HP (beginning of year)

Ferrari

1035 HP (after Russia, with the installation of the new 800 Volt battery)

1025 HP (by Mattia Binotto's statement in Monza)

Renault

1020 HP (mid year onwards)

1010 HP (beginning of the year)

NOTE: These powers are estimates, because for obvious reasons, no manufacturer informs the maximum power of its power unit.

F1 2022:

Ferrari

1060 HP (from Mattia Binotto's statement at the beginning of the year, see below) (*)

(*)This potency was used in training, but notthe races Ferrari had to lower the power of its UP a lot to not break, so they did very well in training and reasonable in the races. Mattia Binotto confirmed this in an interview.

Mercedes

1050 HP (esp II, Spain onwards releasing more power without touching the engine)

1035 HP (esp I)(**)

(**) At the beginning of the year, Mercedes lost about 10 to 20 HP compared to 2021, due to the new E10 fuel.

Red Bull Power Train (former Honda engine)

1045 HP

Renault

1035 hp

NOTE 1: These powers are estimates, because for obvious reasons, no manufacturer informs the maximum power of its power unit.

NOTE 2: All combustion engines were frozen for changes on 3/1/2022 and the electrical part on 9/1/2022.

Ferrari thinks it has a 25hp disadvantage to Mercedes and Honda

Wednesday, March 16, 2022 at 9:19 am

Ferrari believes it has reduced a power deficit of 25hp against rivals Mercedes and Honda this winter. “At the end of last season, we had a 20-25hp disadvantage, so the first goal was to cancel that margin” (Mattia Binotto).

Source:https://www.autoracing.com.br/ferrari-acha-que-tirou-desvantagem-de-25hp-para-mercedes-e-honda/

F1 2023 to 2025 (engine development has been frozen):

Ferrari

1060 HP

Mercedes

1050 HP

Red Bull Power Train (old Honda)

1045 HP

Renault

1035 HP

NOTE: These powers are estimates, because for obvious reasons, no manufacturer informs the maximum power of its power unit.

MAIN SOURCES OF CONSULTATION

Here are some sites with information about engine power, remembering that there are errors on these sites. I deleted information that was not compatible and kept the most realistic information, together with the information I got from the F1 Yearbooks and Books and the declaration of the engineers at the time.

http://www.gurneyflap.com/focus.html

http://www.dlg.speedfreaks.org/archive/cars/cars.php

http://www.statsf1.com/en/moteurs.aspx (okay, but it's a complete source)

http://www.ultimatecarpage.com/f1/&fyear=2011 ((okay, but it's a complete source)

http://www.italian.sakura.ne.jp/bad_toys/cosworth/index3.html (Cosworth F1 and Indy engines)

http://www.grandprixengines.co.uk/ (Ford, Renault, Honda (80s and 90s) and Mercedes (2010s) engines)

https://www.ferrari.com/en-EN/formula1/history (FERRARI OFFICIAL Website with racing power)

Information from Wikipedia (when applicable).

Engine power information contained in the Francisco Santos Yearbooks from 1972 to 2006.