其實現在的引擎技術更好可以榨出很高的馬力，但是引擎光有馬力也不行，市售車必須兼顧各種方面，如油耗、噪音、震動、舒適、成本、維修等，這些都不是賽車所需要考量的，所以在各種條件的折衷之下，馬力會被犧牲掉
http://en.wikipedia.org/wiki/Formula_One_engines
1987–1988
A 1988 Honda RA168E turbocharged V6 engine.
Following the turbo domination, forced induction was allowed for two seasons before its eventual ban. The FIA regulations limited boost pressure, to 4 bar in qualification in 1987 for 1.5 L turbo; and allowed a bigger 3.5 L formula. These seasons were still dominated by turbocharged engines, the Honda RA167E V6 supplying Nelson Piquet winning the 1987 Formula One season on a Williams also winning the constructors championship, followed by TAG-Porsche P01 V6 in McLaren then Honda again with the previous RA166E for Lotus then Ferrari's own 033D V6.
The rest of the grid was powered by the Ford GBA V6 turbo with Benetton, then the only naturally aspirated engine, the DFV-derived Ford Cosworth DFZ 3.5 L V8 outputting 575 hp (429 kW) in Tyrrell, Lola, AGS, March and Coloni.[4] The BMW M12/13 inline four was found in Brabhams BT55 tilted almost horizontally, and in upright position under the Megatron brand in Arrows and one Ligier, producing 900 bhp (670 kW) at 3.8 bars in race.[5] Zakspeed was building its own turbo inline four, Alfa Romeo was powering the other Ligier with the 415T inline four and the 890T V8 in Osella, and Minardi was powered by a Motori Moderni V6.
The 1988 Formula One season was again dominated by turbocharged engines limited to 2.5 bar and Honda with its RA168E turbo V6 producing 685 hp (511 kW) at 12500 rpm in qualification, this time with McLaren drivers Ayrton Senna and Alain Prost winning all the grands prix except one won by Ferrari with its 033E V6. Just behind, Ford introduced its DFR 3.5 L V8 producing 585 hp (436 kW) at 11000 rpm for Benetton, and the Megatron BMW M12/13 was still powering Arrows ahead of the Lotus-Honda. Judd introduced its CV 3.5 L V8 for March, Williams and Ligier, and the rest of the grid was mainly using previous year's Ford Cosworth DFZ except Zakspeed and the Alfa-Romeo for Osella.
2014
The FIA has announced the intention to change the 2.4-litre V8 engines to 1.6 litre V6 turbo engines including energy recovery systems [15] and containing fuel flow restrictions, in order to make Formula One more environmentally aware and to attract more commercial partners for 2014.
BimmerX3 wrote:
不是小排氣量用多缸就沒力，請看看F1賽車的引擎哪個不是小排氣量榨出大馬力...(恕刪)
F1的低轉速扭力低到會讓你痛哭流涕的，因為F1引擎怠速4000rpm......她毫無低轉速扭力可言
小排氣量多缸可以榨出大馬力是肯定的，但是單缸排氣量小導致的低轉速低扭力也是肯定的
這是天生物理條件的限制，不需要也不可能否認
現在車子越做越重，而車子要省油轉速又要很低，除了靠多檔位變速箱外
更需要的是低轉速扭力，這也是四缸渦輪引擎崛起的重點
但四缸引擎精緻度、平順度也永遠不可能超越直列六缸，也因為動力重疊特性
四缸的聲浪也永遠不會像六缸一樣綿密，這也是天生物理條件的限制，
除非像F10 M5那樣用喇叭放音樂出來......
沒有絕對好或絕對不好，直六比4缸渦輪多吃油但是爽，所以我愛直六，如此而已
要獲得直六的精緻度跟爽度需要找F6、VR6以及V12
但後三者的部分，F6最便宜的只剩下Subaru的EZ36(但也不便宜)，新車也不便宜不說
中古車數量又是少得不得了，保時捷是天價就不談了；
VR6的部分VW已經沒再搞了，可以找中古車，但VAG的妥善率又......；
V12應該不用多說了，天價不說吃油又比喝水還快；
直六是目前最容易獲得但逐漸消失的機械結構，但是他又不太會壞就是了
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