Morio / Wikimedia Commons
A Mercedes FO110-series V10.
The 2004 season was one of the peak years of the V10 era. There were seven suppliers—Mercedes, Ferrari, Honda, Renault, BMW, Toyota and Ford/Cosworth.
BMW were among the class leaders. A paper by their former engine chief, Mario Theissen, reveals their three-litre, naturally aspirated P84 V10 weighed 86 kilograms and had a peak power output of 940 horsepower.
Its peak revolutions per minute (RPM) was in excess of 19,000.
Each engine was required to do a single grand prix weekend, a distance of approximately 800 kilometres.
Gearboxes had seven forward gears and were not required to do minimum distances.
Our current 2014 cars have more than just a simple engine—they have power units. A turbocharged 1.6 litre V6 lies at its heart, with two energy-recovery systems—MGU-K (kinetic) and MGU-H (heat)—generating additional, electrical power.
The class of the current field is the Mercedes PU106A Hybrid. Per F1Fanatic, the turbocharged engine alone produces around 700 horses, and the electrical power adds another 160. The unit can weigh no less than 145 kilograms.
Maximum RPM is limited to 15,000, but none of the teams go anywhere near that—12,000 is closer to their usual operational limit.
Each driver is allowed five of each power-unit component (engine, turbo, MGU-K, MGU-H and energy store (battery)) to use over the course of the 19-race season. This means each should last an average of around four race weekends.
Gearboxes have eight forward gears, and each one must do six consecutive events.