An analysis of telemetry allows estimating the combined power of the V6 and MGU-K of the five engine manufacturers. With a few surprises along the way.
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Comparing the performance of Formula 1 engines remains a particularly delicate exercise. Manufacturers obviously do not publish their power figures and top speed depends as much on the engine as on the drag of the car or the level of downforce chosen.
The specialized account FDataAnalysis has nevertheless attempted to solve the equation based on telemetry data available this season. Its model notably seeks to separate the power of the power unit from the aerodynamic resistance specific to each car and each circuit.
The result draws a quite clear hierarchy: Mercedes would currently have the most powerful power unit on the grid, with an estimate of 1172.6 hp for the thermal engine + MGU-K combined. The Red Bull-Ford engine would follow very closely with 1165.4 hp, only 7.2 hp less.
Behind, the gap becomes more significant. The latest specification of the Ferrari engine, introduced within the ADUO development possibilities, would reach 1136.6 hp, compared to 1127 hp for the initial version. The Audi F1 V6 would in turn go from 1108.6 to 1116.2 hp thanks to its evolution, while the Honda F1 unit would bring up the rear with 1082.5 hp in its latest configuration.
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| Manufacturer | Estimated Power ICE + MGU-K | Gap with Mercedes | % of leader | |
|---|---|---|---|---|
| 1 | Mercedes | 1,172.6 hp | — | 100 % |
| 2 | Red Bull-Ford | 1,165.4 hp | −7.2 hp | 99.4 % |
| 3 | Ferrari (ADUO 1) | 1,136.6 hp | −36.0 hp | 96.9 % |
| 4 | Audi (ADUO 1) | 1,116.2 hp | −56.4 hp | 95.2 % |
| 5 | Honda (ADUO 1) | 1,082.5 hp | −90.2 hp | 92.3 % |
Estimates from FDataAnalysis based on telemetry data. The indicated power corresponds to the combined power of the internal combustion engine (ICE) and the MGU-K; these are not official bench measurements.
How are these figures obtained?
FDataAnalysis does not just compare maximum speeds. The analysis considers acceleration phases between 160 and 275 km/h, at full throttle and practically in a straight line. In this window, the MGU-K is assumed to continuously provide its 350 kW, while the influence of traction or battery depletion is limited.
The model also takes into account air density, the drag level specific to the circuit and that of each chassis. A statistical regression then seeks not the average performance, but the upper “envelope” corresponding to accelerations performed at full power.
These values therefore remain estimates and not bench measurements. But they mainly suggest two lessons: Mercedes seems to have maintained a slight advantage, while the new Red Bull-Ford engine appears, if the model is correct, remarkably close to the reference.
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