F1 Engine: How the Hybrid Power Unit Works
V6 turbo, MGU-K, MGU-H and battery explained
Introduction
F1 Engine: Anatomy of the World's Most Advanced Power Unit
The Formula 1 engine is much more than a simple combustion engine. Since 2014, the cars have been powered by a hybrid "Power Unit" combining a 1.6-litre turbo V6 and two electric motors. This technology allows them to exceed 1000 horsepower while recovering energy normally lost during braking and in exhaust gases.
With a displacement of just 1600 cc, the F1 engine develops unmatched specific power: over 300 hp per litre. By comparison, a sports road car engine barely reaches 150 hp/litre. This extreme efficiency is the result of decades of innovation and colossal investment.
Power Unit Architecture: The 6 Components
An F1 Power Unit consists of six main elements, each playing a crucial role in power generation.
Technical diagram of the F1 Hybrid Power Unit (Engine, Turbo, MGU-K, MGU-H, Battery)
Components and Their Functions
| Component | Function | Power |
|---|---|---|
| ICE (Internal Combustion Engine) | V6 turbo thermal engine | ~550 kW (750 hp) |
| MGU-K (Motor Generator Unit - Kinetic) | Braking energy recovery | 120 kW (160 hp) |
| MGU-H (Motor Generator Unit - Heat) | Turbo energy recovery | Variable |
| TC (Turbocharger) | Engine supercharging | - |
| ES (Energy Store) | Storage battery | - |
| CE (Control Electronics) | Electronic management | - |
Energy Flow Diagram
[Fuel] → [ICE V6 Turbo] → [Transmission] → [Wheels]
↓
[Exhaust gases]
↓
[Turbo] ←→ [MGU-H] ←→ [Battery]
↕
[Braking] → [MGU-K] ←------------→ [Battery]
The 1.6L Turbo V6: Thermal Heart of the Power Unit
The Internal Combustion Engine (ICE) remains the heart of the Power Unit. This 1.6-litre V6 is the most efficient production engine ever built.
Technical Specifications
| Characteristic | Value |
|---|---|
| Configuration | 90° V6 |
| Displacement | 1600 cc |
| Bore x Stroke | 80 mm x 53 mm |
| Max RPM | 15,000 rpm |
| Power | ~550 kW (750 hp) |
| Torque | ~350 Nm |
| Turbo pressure | 3.5+ bar |
| Thermal efficiency | >50% |
Record Thermal Efficiency
Thermal efficiency measures what proportion of fuel energy is converted into motion. F1 engines achieve over 50% efficiency, compared to:
- 35-40% for a diesel car engine
- 25-30% for a petrol car engine
- 45% for the best industrial engines
This exceptional efficiency comes from:
- High-pressure direct injection: 500+ bar
- Pre-chamber combustion: Optimised ignition
- Variable geometry turbo: Instant response
- Energy recovery: Nothing is wasted
The Turbo's Role
The turbocharger is crucial for extracting 750 hp from just 1.6 litres. It compresses incoming air to increase the amount of oxygen in the cylinders.
F1 turbo characteristics:
- Rotation speed: up to 125,000 rpm
- Gas temperature: 950°C
- Boost pressure: 3.5+ bar
- Response time: near-instant thanks to the MGU-H
MGU-K: Power from Braking
The MGU-K (Motor Generator Unit - Kinetic) recovers kinetic energy during braking and converts it back into propulsion.
How the MGU-K Works
In generator mode (braking):
- The driver brakes
- The MGU-K is driven by the rear wheels
- It generates electricity
- Energy is stored in the battery
- Up to 2 MJ can be recovered per lap
In motor mode (acceleration):
- The driver accelerates
- The MGU-K deploys stored energy
- Additional 120 kW (160 hp)
- Maximum 4 MJ deployed per lap
- Boost available for ~33 seconds/lap
Impact on Driving
The MGU-K profoundly changes the braking feel:
| Aspect | Without MGU-K | With MGU-K |
|---|---|---|
| Braking power | 100% mechanical | ~50% MGU-K + 50% brakes |
| Modulation | Linear | Non-linear |
| Feedback | Direct | Filtered by electronics |
| Braking distances | Longer | Shorter |
Drivers must adapt their technique: regenerative braking deactivates at low speed, creating a "hole" in deceleration that mechanical brakes must compensate for.
MGU-H: The Genius of Thermal Recovery
The MGU-H (Motor Generator Unit - Heat) is the most innovative and controversial element of the Power Unit. It recovers exhaust gas energy via the turbo.
How the MGU-H Works
The MGU-H is connected directly to the turbocharger shaft:
In generator mode:
- Exhaust gases drive the turbine
- The MGU-H converts excess energy into electricity
- This energy charges the battery or powers the MGU-K
In motor mode:
- At low revs, the MGU-H accelerates the compressor
- Eliminates "turbo lag" (turbo response time)
- Provides instant acceleration response
Why the MGU-H is Removed in 2026
Despite its efficiency, the MGU-H disappears with the 2026 regulations:
| Reason | Explanation |
|---|---|
| Development cost | €100-150M for a new manufacturer |
| Complexity | Technology with no automotive equivalent |
| Barrier to entry | Deterred Porsche, Audi for years |
| Relevance | Little applicable to road cars |
The 2026 Alternative
In compensation, the MGU-K will see its power triple:
- 2025: MGU-K 120 kW + MGU-H variable
- 2026: MGU-K 350 kW, no MGU-H
The Battery: High-Performance Storage
The Energy Store (ES) is the lithium-ion battery that stores energy recovered by the MGUs.
Battery Specifications
| Characteristic | 2025 Value | 2026 Value |
|---|---|---|
| Capacity | 4 MJ usable | 8.5 MJ usable |
| Minimum weight | 20 kg | 35 kg |
| Voltage | 800-1000 V | 800-1000 V |
| Max power | 120 kW | 350 kW |
| Technology | Li-ion | High-density Li-ion |
Thermal Challenges
F1 batteries generate enormous heat:
- Optimal temperature: 30-45°C
- Risk of overheating during repeated deployments
- Dedicated cooling system required
- Performance loss if too hot or cold
Strategic Management
Engineers must optimise battery usage:
| Situation | Battery Strategy |
|---|---|
| Straight | Max deployment (boost) |
| Heavy braking | Max recovery (harvest) |
| Corner | Minimal (conservation) |
| Defence/Attack | Real-time adaptation |
| End of stint | Conservation for fast lap |
Engine Manufacturers: Who Supplies What?
In 2025, four engine manufacturers share the F1 grid. This diversity will expand in 2026.
2025 Engine Manufacturers
| Manufacturer | Customer Teams | Performance |
|---|---|---|
| Mercedes | Mercedes, McLaren, Williams | Reliability benchmark |
| Ferrari | Ferrari, Haas, Sauber | High raw power |
| Honda/RBPT | Red Bull, Racing Bulls | Good compromise |
| Renault | Alpine | Rebuilding |
New Manufacturers 2026
| Manufacturer | Teams | Status |
|---|---|---|
| Red Bull-Ford | Red Bull, Racing Bulls | First in-house engine |
| Honda | Aston Martin | Official return |
| Audi | Audi (ex-Sauber) | New entry |
Approach Comparison
Mercedes HPP (Brixworth):
- Philosophy: Maximum efficiency
- Strengths: Reliability, energy recovery
- Innovation: Pre-chamber combustion
Ferrari (Maranello):
- Philosophy: Raw power
- Strengths: High revs, torque
- Innovation: V-integrated turbo
Honda (Sakura):
- Philosophy: Compactness
- Strengths: Packaging, lightness
- Innovation: Unique axial turbo
Engine Modes and Mapping
F1 engines don't operate linearly. Hundreds of parameters are adjusted in real-time.
Engine Modes
| Mode | Power | Usage |
|---|---|---|
| Quali | 100% | 2-3 laps max |
| Race | 95-98% | Standard race mode |
| Overtake | 100% | Steering wheel button, limited |
| Defend | 95% | Conservation + occasional boost |
| Lift & Coast | 80% | Fuel saving |
| Harvest | 85% | Battery charging priority |
In-Race Adjustable Parameters
The driver can modify via the steering wheel:
- Engine mode (power)
- Electric mix (deploy/harvest)
- MGU-K front/rear distribution
- Throttle mapping
- Braking recovery mode
The engineer can modify via radio (legal):
- Overall usage strategy
- Temperature alerts
- Mode advice
2026 Evolution: The New Era
The 2026 regulations radically transform Power Unit philosophy.
Major Changes
| Aspect | 2025 | 2026 |
|---|---|---|
| MGU-H | Present | Removed |
| MGU-K power | 120 kW | 350 kW |
| Electric share | ~25% | ~50% |
| Fuel | E10 (10% ethanol) | 100% sustainable |
| Development freeze | Partial | Stricter |
Impact on Power Distribution
| Component | 2025 | 2026 |
|---|---|---|
| ICE | ~550 kW | ~400 kW |
| MGU-K | 120 kW | 350 kW |
| MGU-H | Variable | 0 kW |
| Total | ~790 kW | ~750 kW |
100% Sustainable Fuels
2026 F1 cars will run exclusively on synthetic or bio-sourced fuels:
- Atmospheric CO2 capture
- Agricultural or municipal waste
- Electrochemical processes (e-fuels)
- Net zero carbon footprint
Reliability and Component Allocation
The FIA limits the number of components usable per season to control costs.
2025 Allocation (24 races)
| Component | Number Allowed | Penalty if Exceeded |
|---|---|---|
| ICE | 4 | 10 grid places |
| Turbo | 4 | 10 places |
| MGU-H | 4 | 10 places |
| MGU-K | 4 | 10 places |
| Battery | 2 | 5 places |
| Electronics | 2 | 5 places |
Usage Strategies
Teams plan the introduction of new components:
Sequential introduction:
- New engine every ~6 GPs
- Avoids large grouped penalties
- Risk spread over the season
Tactical large penalty:
- Change all components at once
- At a circuit where overtaking is easy (Spa, Monza)
- Start last but with fresh equipment
FAQ: F1 Engine and Power Unit
What is the exact power of an F1 engine?
A modern F1 Power Unit develops between 1000 and 1050 horsepower in total. The thermal V6 engine contributes approximately 750-800 hp, the MGU-K adds 160 hp (120 kW). The exact power varies depending on the mode used: qualifying allows 100% power for a few laps, while races generally run at 95-98%.
Why is the displacement limited to 1.6 litres?
The FIA chose 1.6 litres in 2014 to align F1 with automotive downsizing trends. The idea: prove that extreme performance can be extracted from small turbocharged engines. This also promotes technology transfer to road cars. With over 300 hp/litre, F1 engines are the most efficient in the world.
Can an F1 engine run backwards?
No, F1 engines cannot run backwards. Contrary to popular belief, F1 cars don't have a traditional reverse gear. The gearbox includes a mandatory reverse gear (FIA regulation), but it's rarely used and only allows slow manoeuvring in the pits or after a spin.
How much does an F1 Power Unit cost?
A complete Power Unit costs between €10 and €15 million. Customer teams pay approximately €15-20 million per season for engine rental and technical support. This price typically includes 4 complete units and dedicated engineering during race weekends.
What happens to an F1 engine after use?
Used engines return to the manufacturer for analysis. Data from each component is extracted to improve future units. Some engines are reconditioned for demonstrations or show cars. Worn parts are generally destroyed to protect intellectual property. Nothing is recycled to road applications.
The F1 Power Unit represents the pinnacle of automotive engineering. To understand how this power is transmitted to the ground, discover our features on ground effect and F1 tyres.
