The number of cylinders in Formula One engines peaked at sixteen with the British Racing Motors V16, Coventry Climax FWMW, and BRM P75. It was limited to twelve in 1972, ten in 2000, eight in 2006 and six in 2014. These regulation changes made higher-speed designs more difficult and less efficient. To operate at high engine speeds under such limits, the stroke must be short to prevent catastrophic failure, usually from the connecting rod, is under very large stresses.
From 1947 to 1953, the era combined pre-war 1.5L supercharged voiturette engine regulations, with 4.5 L atmospheric Grand Prix engines. The Indianapolis 500 still used pre-war Grand Prix regulations, with 4.5 L atmospheric and 3.0 L supercharged engines. In 1952 and 1953, the World Drivers' Championship was run to Formula Two regulations, but existing Formula One regulations remained in force.
Between 1954 and 1960, naturally aspirated engine size was reduced to 2.5 L and supercharged cars were limited to 750 cc. No constructor built a supercharged engine for the World Championship. From 1961 to 1965, a new reduced engine 1.5 L formula took control of F1.
In 1966, the FIA increased engine capacity to 3.0 L atmospheric and 1.5 L compressed engines. The Brabham team developed the 3.0L Repco-Brabham V8 based on the Oldsmobile F85 engine, while the BRM team developed the 3.0L BRM P75 H16 engine. The appearance of the standard-produced Cosworth DFV 3.0L V8 in 1967 made it possible for small manufacturers to join the series. Compression devices were allowed for the first time since 1960, but it was not until 1977 that Renault debuted their new Gordini V6 turbocharged engine. By the start of the 1980s, Renault had proved that turbocharging was the way to go. Ferrari introduced their all-new V6 turbocharged engine in 1981, before Brabham owner Bernie Ecclestone persuaded BMW to manufacture straight-4 turbos for his team from 1982. In 1983, Alfa Romeo introduced a V8 turbo, and by the end of that year Honda and Porsche had introduced their own V6 turbos.
For the 1986 season, engines were limited by the FIA to a maximum of 1.5L with supercharging. Naturally aspirated engines, now at up to 3.5L, were reintroduced for the 1987 season with a plan to retain the option for up to 1.5L supercharged engines for two seasons. Turbochargers were banned from the 1989 Formula One season, leaving only a naturally aspirated 3.5 L formula. Honda was still dominant with their RA109E 72° V10. By the end of the 1994 season, Ferrari's Tipo 043 V12 was putting out around 850 hp, which is the most powerful naturally aspirated V12 engine ever used in Formula One.
The 1995–2005 era used a 3.0 L formula, with power varying between 600 hp and 1,000 hp, between 13,000 rpm and 20,000 rpm, and from eight to twelve cylinders. To keep costs down, the 3.0 L V10 engine configuration was made fully mandatory for all teams in 2000. For 2006, the engines had to be 90° V8 of 2.4 litres maximum capacity. The engine specification was frozen in 2007 to keep development costs down. In 2009 the rev limit was reduced to 18,000 rpm.
For the 2014 season, the FIA announced a change from the 2.4-litre V8, introducing 1.6-litre V6 hybrid engines. The new regulations allow kinetic and heat energy recovery systems. Forced induction was now allowed, with all constructors opting to use a turbocharger. The original proposal for four-cylinder turbocharged engines was not welcomed by the racing teams, in particular Ferrari. A compromise was reached, allowing V6 forced induction engines instead. The 1.6 L V6 configuration is retained for the 2026 season.
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