Are F1 engines dry sump?

Yes. All modern Formula 1 power units use dry‑sump lubrication systems, a choice driven by extreme cornering forces, packaging efficiency, and reliability demands. In practice, dry‑sump designs have been standard in F1 for decades and remain the norm in the current 1.6‑liter V6 turbo-hybrid era.

What “dry sump” means in racing terms

Unlike a conventional wet‑sump engine, where oil collects in a pan beneath the crankshaft, a dry‑sump engine stores oil in a separate tank and scavenges it from the crankcase using external pumps. This design keeps the crankcase largely “dry,” reducing oil aeration and allowing the engine to sit lower in the chassis.

The following components define a typical dry‑sump layout in F1:

• Shallow crankcase with minimal oil pooling, limiting windage losses around the crank.
• Multiple scavenge pumps that rapidly pull oil (and air) from the crankcase and heads.
• Remote oil tank—often tall and narrow—designed to de‑aerate oil before it’s recirculated.
• Pressure pump that feeds de‑aerated oil back to the engine’s bearings and galleries.
• Separators and breathers to manage blow‑by gases and oil vapors under high g‑loads.

Taken together, these elements ensure stable lubrication under sustained acceleration and cornering that would overwhelm a wet‑sump design.

Why F1 uses dry‑sump systems

Dry‑sump lubrication is not just about preventing oil starvation; it’s integral to performance, packaging, and reliability in the F1 environment.

• Continuous oil supply under extreme g‑loads: F1 cars routinely see lateral loads exceeding 4–5 g, where a wet sump would uncover the pickup.
• Lower center of gravity: Eliminating a deep oil pan lets engineers mount the engine lower, improving handling and aero platform control.
• Reduced windage and aeration: Keeping oil away from the spinning crankshaft cuts drag and preserves oil quality for consistent bearing film strength.
• Compact packaging: A separate, shaped tank can be placed to suit chassis/aero needs and to aid de‑aeration.
• Thermal management and reliability: External circuits make it easier to control oil temperature and filtration under race stresses.

These advantages combine to deliver measurable lap‑time benefits and safeguard the power unit across race distances and sprint formats.

How an F1 dry‑sump system works, step by step

Although every team’s plumbing and tank geometry are proprietary, the overall flow is consistent across the grid.

1. Oil is flung from bearings and galleries into the crankcase and cylinder heads during operation.
2. Multiple scavenge stages evacuate oil (and entrained air) from low points and cavities almost immediately.
3. The oil/air mix enters a remote tank engineered to strip air via internal baffles and swirl—de‑aeration is critical at high rpm.
4. A pressure pump draws de‑aerated oil from the tank and feeds it through coolers and filters to the engine’s lubrication circuits.
5. Crankcase ventilation systems separate vapors, routing gases in compliance with FIA rules to avoid environmental release or illicit combustion.

This loop maintains stable pressure and oil quality even during severe braking, acceleration, kerb strikes, and long, high‑g corners.

Regulatory and operational context

While the FIA Technical Regulations don’t explicitly mandate a dry‑sump layout, the demands of modern F1 make it universal. The rules do, however, tightly control how oil systems are used and managed, including oil consumption and breather handling.

The key regulatory points relevant to lubrication include:

• Oil consumption limits: The FIA caps in‑use oil consumption for the internal combustion engine (commonly referenced at 0.6 L/100 km in recent seasons), constraining any attempt to use oil as supplementary fuel.
• Breather and separator control: Teams must manage crankcase vapors and oil mist via approved separators/catch systems; venting oily emissions to the atmosphere is prohibited.
• Safety and containment: System design must prevent leaks and ensure containment under crash loads, with routing and tank construction scrutinized in scrutineering.

These provisions preserve competitive fairness, protect the environment, and reduce safety risks without dictating the precise architecture—though in practice, the dry‑sump solution prevails.

History and continuity in F1

Dry‑sump lubrication became widespread in top‑level single‑seaters by the 1960s and has remained the standard through V12, V10, V8, and today’s V6 turbo‑hybrid eras. The constant across those shifts is the need for reliable lubrication and tight packaging in ever‑faster cars.

Common misconceptions

Dry‑sump systems are often misunderstood outside motorsport. The points below clarify what they do—and don’t—mean.

• “Dry sump” doesn’t mean “no oil”: It means the crankcase isn’t the storage reservoir; a separate tank holds the oil.
• It isn’t only about reliability: Reduced windage and lower engine placement deliver performance gains.
• Road‑car “dry‑sump” systems vary: Some high‑performance road cars use simplified or hybrid solutions; F1 systems are bespoke and highly optimized.

Understanding these nuances helps explain why the technology is standard in F1 yet less common in mass‑market vehicles.

Summary

All current F1 power units use dry‑sump lubrication. The approach ensures uninterrupted oil supply under extreme g‑loads, lowers the engine for a better center of gravity, reduces mechanical losses, and supports precise thermal and pressure control. While not explicitly mandated, the combination of performance, packaging, and regulatory realities makes the dry‑sump system universal in Formula 1.

Which cars use a dry sump system?

Dry sump systems are found on Formula 1, Indy, Superspeedway stock, and Le Mans cars, as well as some Honda, Triumph, and Harley-Davidson motorcycles. Although the overwhelming majority of road cars use wet sump systems, there are some that use the dry variety.

Why is number 17 banned in F1?

Number 17 is not banned but permanently retired in Formula 1 as a mark of respect for Jules Bianchi, a French driver who died in 2015 from injuries sustained in a crash during the 2014 Japanese Grand Prix. Bianchi was using car number 17 when the accident occurred, and the FIA (Fédération Internationale de l’Automobile) permanently retired the number from use in the championship in his memory.
 
Background

• Jules Bianchi’s accident: Opens in new tabIn October 2014, Jules Bianchi suffered a tragic accident at the Japanese Grand Prix, colliding with a recovery vehicle during heavy rain. 
• Fatal injuries: Opens in new tabHe sustained severe head injuries in the crash and passed away the following year. 
• Retirement of number 17: Opens in new tabAs a solemn tribute to the driver and to honor his memory, the FIA officially retired car number 17 in 2015. 

Significance

• Permanent reminder: The permanent retirement of number 17 serves as a somber reminder of the risks inherent in motorsport. 
• Legacy of safety improvements: Bianchi’s accident was a catalyst for significant safety advancements in Formula 1, including the mandatory halo cockpit protection system. 

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Do they add fuel in F1 pit stops?

No, F1 cars do not refuel during pit stops in races; refueling was banned in 2010 due to cost, safety, and a desire to increase racing excitement. Cars must start the race with enough fuel to complete the entire distance, and during a pit stop, teams can only change the car’s tires.
 
Why Refueling is Banned

• Safety: The ban eliminates the risk of dangerous fires or explosions in the pit lane, which were a concern during the previous era of high-speed refueling. 
• Cost: Refueling required expensive, specialized equipment and a larger pit crew, so the ban helped reduce overall costs for F1 teams. 
• Racing Strategy: Without refueling, teams must manage fuel loads, making strategic decisions about how much fuel to carry from the start to balance the car’s weight and speed. 

What Happens During a Pit Stop

• The team’s pit crew only performs tire changes during a race, as this is the only permitted service. 
• Cars are designed with larger fuel tanks to accommodate the entire race distance. 
• Engineers use computers to monitor fuel consumption and implement strategies like “fuel mapping” to manage how much fuel is used throughout the race. 

Do F1 cars have dry sump?

The dry sump lubrication system is the ultimate oiling system for internal combustion engines. The simple fact that all Formula One, Indy cars, Le Mans and Sports Racing cars as well as Super Speedway Stock Cars use dry sumps, proves this point.