• F1 M13 E Performance

The 2022 Power Unit builds upon the generation of championship-winning PUs produced by the team at Mercedes-AMG High Performance Powertrains (HPP) since 2014 and while the PU regulation changes for 2022 haven’t been as significant or noticeable as the wholesale chassis changes, the challenge has been no less formidable.

“In 2022 we've been allowed one final performance upgrade, most of which needs to be delivered at the start of the season, and the ERS system upgrade must be introduced before 1st September. But this doesn’t only have an impact on 2022, because the performance specification will remain frozen until the start of the next regulation cycle in 2026,” explained Hywel Thomas, Managing Director of Mercedes AMG HPP.

More parts have been changed for the 2022 Power Unit than on any previous iterations since the introduction of the V6 Turbos in 2014, as the team fights to put itself in the strongest possible position for the freeze and sustain performance for the following seasons. 


“The project we took on for 2022 was large, and it is a very broad upgrade across the different elements, to get every last bit of performance, efficiency and reliability. There are also some FIA-imposed measurements, particularly in the ERS system, that we had to accommodate as well,” Hywel notes.

With a complete redesign on the chassis, the close collaboration between the chassis team at Brackley and HPP at Brixworth has been fundamental in exploiting performance opportunities.

“The chassis team have been working very diligently and swiftly through the new regulations, so they can understand where the opportunities lie, and which areas are lap time sensitive. We make adjustments to the PU that allow the chassis team to best exploit the regulations. We might want to rearrange the installation slightly or change the PU layout to get more flexibility in those lap time sensitive areas,” added Hywel. 

The regulated introduction of E10 fuel for 2022, mixing 10% ethanol with 90% fossil fuel, has also placed considerable demands on the engineering team at Brixworth, as F1 takes an important step towards its goal of 100% sustainable fuel from 2026. 

Working closely with Title Partner PETRONAS, the team have tested more fuel candidates and plotted more development loops with the E10 fuel than in previous years.

“It doesn’t necessarily sound like that big a change, but it is quite a significant one in the way the fuel and the PU interact. It has been a good development phase for us and working so closely with our partners, PETRONAS, that collaboration is vital,” said Hywel.        

A brand-new chassis, combined with an upgraded and repackaged PU, will change how the car behaves on track in the hands of the drivers. Learning and development through the season will be crucial.

“The drivers will want the PU to do different things at different times through corners and potentially from one corner to the next, because of the car characteristics. The amount of full throttle time, the way the drivers approach and exit corners, won’t be exactly like they used to be, and this will have a knock-on to how we harvest energy and deploy it.


“Over the course of the year, given the regulation changes, I think the development of the overall car package will be quite strong, so the way the PU works at the start of the season won’t be the same come the final races of 2022. We must include that ability to be adaptable into the PU from the start of the season, because of the performance freeze,” according to Hywel Thomas.

How will the engineers feel when W13 hits the Silverstone circuit later today for its first run on track?

“For all of us, who are so involved and invested, that is quite emotional, to see the chassis and PU go down the pit lane as one for the first time,” said Hywel. “To hear the engine, to sit back and reflect on all the components that are working in there together. All the people, the hard work, the effort. It’s always slightly mind-blowing, and it’s a lovely moment to message back to the factory, telling them the car has hit the track.” 

Mercedes-AMG F1 M13 E Performance – Technical Specification

Power Unit Specification

Type: Mercedes-AMG F1 M11 EQ Performance
Minimum Weight: 150 kg
Power Unit Perimeter: Internal Combustion Engine (ICE)
  Motor Generator Unit - Kinetic (MGU-K)
  Motor Generator Unit - Heat (MGU-H)
  Turbocharger (TC)
  Energy Store (ES)
  Control Electronics (CE)
Power Unit Allocation: Three ICE, TC, MGU-K & MGU-H per driver per season
  Two ES & CE per driver per season

Internal Combustion Engine (ICE)

Capacity: 1.6 litres
Cylinders: Six
Bank Angle: 90
No of Valves: 24
Max rpm ICE: 15,000 rpm
Max Fuel Flow Rate: 100 kg/hour (above 10,500 rpm)
Fuel Injection: High-pressure direct injection (max 500 bar, one injector/cylinder)
Pressure Charging: Single-stage compressor and exhaust turbine on a common shaft
Max rpm Exhaust Turbine: 125,000 rpm

Energy Recovery System (ERS)

Architecture: Integrated Hybrid energy recovery via electrical Motor Generator Units
Energy Store: Lithium-Ion battery solution of minimum 20 kg regulation weight
Max energy storage/lap: 4 MJ
Max rpm MGU-K: 50,000 rpm
Max power MGU-K: 120 kW (161 hp)
Max energy recovery/lap MGU-K: 2 MJ
Max energy deployment/lap MGU-K: 4 MJ (33.3 s at full power)
Max rpm MGU-H: 125,000 rpm
Max power MGU-H: Unlimited
Max energy recovery/lap MGU-H: Unlimited
Max energy deployment/lap MGU-H: Unlimited

Fuel & Lubricants

Fuel: PETRONAS Primax
Lubricants PETRONAS Syntium