Honda V6 Hybrid Formula One Power Unit

Honda V6 Hybrid F1 Power Unit
The Honda RA621H used in the 2021 Formula One Season
Overview
Manufacturer	Honda
Production	2015–present
Layout
Configuration	V-6 single hybrid turbocharged engine, 90° cylinder angle
Displacement	1.6 L (98 cu in)
Cylinder bore	80 mm (3.15 in)
Piston stroke	53 mm (2.09 in)
Cylinder block material	Aluminum alloy
Cylinder head material	Aluminum alloy
Valvetrain	24-valve (four-valves per cylinder), DOHC
Compression ratio	Up to 18:1 (Regulations Limit)
RPM range
Idle speed	5,000 rpm
Max. engine speed	15,000 rpm
Combustion
Turbocharger	Hybrid turbocharger with 3.5–5.0 bar boost pressure
Management	McLaren TAG-320 (2014-2018) later TAG-320B (2019-present)
Fuel type	2015-2021: Mobil Synergy unleaded gasoline 94.25% + 5.75% biofuel, 2022-Current: Mobil Synergy unleaded gasoline 90% + 10% E10 biofuel
Output
Power output	780–1,040 hp (582–776 kW)
Dimensions
Dry weight	145–150 kg (320–331 lb) overall including headers, clutch, ECU, spark box or filters

The Honda RA Series Hybrid Power Unit, are a series of 1.6-litre, hybrid turbocharged V6 racing engines which feature both a kinetic energy recovery system (MGU-K) and a heat energy recovery system (MGU-H), developed and produced by Honda Motor Company (and subsequently under their Honda Racing Corporation organisation from 2022) for use in Formula One. The engines have been in use since the 2015 Formula One Season, initially run by the newly re-established McLaren Honda works team. Over years of development, power unit output was increased from approximately 780 to 1,040+ horsepower. Teams utilising the engines over the years include McLaren, Scuderia Toro Rosso, Scuderia Alpha Tauri, RB Formula One Team, Red Bull Racing and from 2026, Aston Martin.

List of Formula One engines

Engine specifications of the Honda Formula 1 Hybrid V6 Engines

Layout	Season	Name	Peak power (est.) Including hybrid system where applicable	Notes
1.6L 90° V6 turbo hybrid	2015	Honda RA615H	582 kW (780 hp)
	2016	Honda RA616H	623 kW (835 hp)
	2017	Honda RA617H	640 kW (860 hp)	New Split Turbo Architecture introduced
	2018	Honda RA618H	690 kW (920 hp)	High Speed Combustion concept discovered (power figure quoted)
	2019	Honda RA619H	710 kW (950 hp)
	2020	Honda RA620H	730 kW (980 hp)
	2021	Honda RA621H	756 kW (1,014 hp)	New Architecture introduced
	2022	Honda RBPTH001	780 kW (1,040 hp)	Engine Development Freeze enforced and mandatory 10% Ethanol Bio-Fuel content introduced
	2023	Honda RBPTH001	780 kW (1,040 hp)
	2024	Honda RBPTH002	780 kW (1,040 hp)	ICE reliability upgrades introduced
	2025

History

The Formula One hybrid engine regulations introduced in 2014 had enticed Honda to make a return as an engine supplier due to the advanced technical challenge and environmentally focused direction. Having planned to enter in the 2016 season in a works partnership with McLaren, then McLaren CEO Ron Dennis, had pushed for Honda to fast track their debut to the 2015 season. Honda had decided to accept the early entry believing they were well on target with their Power Unit concept.

Having entered Formula One in the 2015 season, one year earlier than initially planned, and experiencing difficulty for the first few years with regards to performance and reliability, primarily due to underestimating the technical challenge and being out of the Formula One world for over 7 years, the Honda V6 Hybrid engine experienced a stratospheric developmental rise having started as an unreliable and underpowered design to becoming a world championship winning success. Becoming the first manufacturer to win a Formula 1 race with two different teams in the V6 Hybrid era, as well as among many other major constructor and driver F1 records. Notably, Max Verstappen and Red Bull Racing, with a record breaking 19 wins in the 2023 Formula One World Championship, beating his own record of 15 the year prior, which itself beat the previous record held by McLaren Honda in the 1980s.

RA615H

Honda RA615H

The RA615H, was Honda's first design for use in the V6 Hybrid F1 era, debuting in the 2015 Formula One Season. It was highly unique compared to the other three manufacturers who had already debuted power units the season prior, and as such, Honda felt its best chance to make up for lost development time was to go aggressive and radical.

The primary focus points of the unit, at the request of McLaren, were extremely compact dimensions and high operating temperature capability that could function with reduced cooling requirements as to aid aerodynamic performance and centre of gravity targets. The unit was suspected to utilise a compact but complex axial compressor with the MGU-H fitted between the turbine and compressor housings, all mounted within the vee of the engine in its entirety. This allowed for a significantly shorter engine compared to the Renault, Ferrari and Mercedes concepts whereby their compressor assemblies all protruded from either end of the block in varying formats. The induction system, which includes the inlet, filters, intake plenum and variable inlet runners, were all reduced in size and ornate in design to fit under the tight bodywork. This made the entire system compact, but also very complex. The exhaust manifold was a small "log" type design (where one pipe housed ports for each cylinder on either bank), this was very beneficial to packaging requirements and allowed significantly tighter bodywork. The result was an engine that proved to be by far the smallest on the field, earning the nickname "The Size-Zero" from McLaren, as it gave them the freedom to be aggressive with the aerodynamics resulting in extremely tight packaging and efficient bodywork with the goal to make significant gains in this area over the competition.

After debuting publicly for the first time in the MP4-30 at the 2015 pre-season test at Jerez, rumours began circulating that the engine was extremely unreliable, heavy on fuel use and significantly down on power. This became evident with the very limited amount of circuit running McLaren Honda could do due to various issues with the engine appearing. It was quickly discovered that although the compact nature of the compressor assembly was beneficial to packaging, it proved to be vastly undersized and as such, had poor compression ratio capabilities which resulted in significantly less power and combustion efficiency potential. The intake system, while also compact, its complexity and compromise in ideal shape, orientation and size also proved detrimental to performance and reliability. These all had further knock on effects to the hybrid energy side of the power unit, having poor regeneration capabilities. Honda's lack of experience in programming and controlling such a complex power unit made identifying specific issues difficult and time consuming. Additionally, the compact nature of the entire concept seriously hindered the thermal management and vibration severity of the engine, often causing various components to overheat, specifically the MGU-H, with uncontrolled resonances and vibration which led to constant hybrid system failures and terminal engine damage.

Honda maintained these were early teething issues discovered after mounting the engine to a moving chassis under racing loads for the first time and they would quickly sort these out. However as the season progressed, reliability issues and the ability to even complete a race became such a concern that the engines, already down on power, needed to be run in a reduced power state to lower thermal load in attempt to increase longevity. The restrictive "development token" system F1 used at the time slowed development significantly, limiting what developments could be brought forward in season at any given time leading to longer setbacks. Honda's lack of experience and data with the new regulations, fundamental issues with the "Size Zero" engine concept, while also self-admittedly entering the championship too early, were reasons given by Honda themselves for the lacklustre performance.

RA616H

Honda RA616H

The RA616H made its racing debut in the McLaren MP4-31 in the 2016 Formula One Season. This engine, still largely following the "Size Zero" concept of the RA615H, had significant developments in an effort to increase both power and reliability. After conversations with McLaren, it was agreed to allocate more space for the power unit, as such, the engine grew considerably in size. The entire induction system was reworked and raised higher, this allowed for a larger version of their "within vee" compressor assembly to be fitted higher as well, which provided more power and also improved heat regeneration for the hybrid system, although was still restricted to mounting within the vee of the engine. The new taller inlet plenum had more space, so larger and more refined inlet runners were developed to better feed the engine and was able to be simplified slightly, so reliability for the variable intake system increased. The exhaust manifold was completely reworked with equal length individual runners which were larger, but far more efficient. The MGU-K had a newer, more efficient magnet assembly which improved battery regeneration. The MGU-H also had revised magnets which were much more heat resistant to help improve reliability issues.

Overall, Honda had made as many changes to the engine as were allowed by the "development token" regulation still imposed by Formula One. Honda made clear that they were aware of the fundamental design restraints the current power unit concept had, but to properly address these issues, changes would need to be made to the token system to allow increased development speed in season.

The engine proved to be much more reliable and McLaren had a far better season, suffering from less engine related retirements and while still lagging behind, were more competitive in terms of outright power. However, there were still fundamental issues that were encountered, with MGU-H reliability, although improved, still far from acceptable levels for both McLaren and Honda themselves. The engine was improved further over the season to try and extract as much potential from the current architecture as possible and aside from reaching a relatively stable and reliable point towards the end of the season, Honda believed the current architecture was at its limit and would need drastic changes to move forward.

Following the issues faced by newcomer Honda and some of the other manufacturers when compared to the class-leading Mercedes units, F1 announced the scrapping of the development token system for the 2017 season onwards, allowing for significantly faster power unit development in the hopes the competition would begin to level out.

RA617H

Honda RA617H

With the scrapping of the development token system, Honda moved to make a radical change, no longer restricted by the token system. The result was the RA617H, a completely new design with the most notable change being the reworked compressor setup. The new design now split the compressor and turbine housing and mounted each half on either end of the engine, overhanging the block. The MGU-H remained in the centre of the vee and the entire assembly was connected via one shaft. This increased the length of the engine, however it also allowed a significant lowering of the turbo/MGU-H setup, a greatly increased compressor and turbine size (no longer restricted by the bank angle within the vee), this then allowed the induction system above to also be lowered dramatically, which resulted in a much lower height engine with a vastly improved centre of gravity. Its design was totally overhauled with vast improvements to the variable induction system and significantly improved runners to feed each cylinder. The MGU-K had its geartrain position reversed with a new structure and was now mounted further forward on the PU which also provided a weight reduction and increased reliability, the MGU-H was significantly overhauled along with the new compressor system, now housing higher performance magnets to improve the flux field which improved battery regeneration performance. The combustion system was also completely overhauled, now utilising an experimental system known as Turbulent Jet Ignition or Pre-Chamber Ignition, which greatly increased power and efficiency potential, along with various other internal material changes. All these new technologies being implemented into one engine meant Honda admitted the entire engine is so experimental that it was a "high risk" move and would take time to fully realise the full potential of several aspects, but one they believed will ultimately provide much greater performance.

As pre-season testing began at Catalunya in Spain, fundamental issues with the power unit were found. The oil tank, which is mounted at the front of the engine, was now physically obstructed by the new compressor position and as such was designed with an unorthodox shape which, after initial running in the new McLaren MCL32 and being exposed to such high-G loads for the first time, was found that the oil flow became unpredictable, with the engine often losing oil pressure in high load situations. Honda quickly identified the issue and set to work to create a new design tank to combat this, however it would not be ready until the second week of testing. In the meantime, the countermeasure was to overfill the oil tank to ensure flow was always available. This came with its own issues, often overflowing into the intake system and damaging other components. This compromised running significantly and made testing the new engine and chassis difficult. At the second week of pre-season testing and the revised oil tank fitted, other issues were observed. Extreme drivetrain vibrations and unprecedented forces from the new 2017 regulation car being transmitted through the power unit, which also acts as a stressed member of the car, caused various ancillary failures and more distressingly, a persistent compressor/MGU-H shaft catastrophic failure, which often destroyed the entire power unit upon its malfunction. This was primarily from underestimating the new abilities of the 2017 cars and the forces they can produce and exert. McLaren Honda found themselves changing power units endlessly during testing, rather than identifying and fixing issues in an effort to gain as much mileage as possible in the car.

Over the season, the engine suffered a severe amount of failures. Honda admitted it was taking longer than hoped to understand how to operate the new engine or come up with a viable long term fix for the vibration and shaft balance issues destroying the MGU-H. The engine was now producing less power than the RA616H from the year before for reliability concerns and even with consistent upgrades being provided through the season, progress was initially slow, this tarnished the relationship between Honda and McLaren with both parties showing public frustration with the other. The power unit eventually started to produce signs of progress in the latter half of the season with reliability visibly beginning to improve and began to produce more power than the RA616H it replaced.

Honda RA618H

RA618H

The RA618H was developed for the 2018 Formula One Season and was a much more mature development of Honda's brand new architecture introduced with the RA617H. It is the first Honda engine to power Scuderia Toro Rosso.

The power unit benefitted from Toro Rosso being significantly more relaxed on the engines dimension requirements than McLaren, asking Honda to build the engine how they wanted to and they would build the car around it. Immediately, the engine was significantly more reliable than the RA617H, only suffering three engine related retirements over the entire season. The troublesome MGU-H was redesigned with input from Honda's Aerospace division and received an entirely new structural support mechanism which largely eliminated the resonance/vibration issues that affected the previous iteration, the rotor was totally redesigned and now housed in a pressurised rotor chamber which further enhanced performance and reliability and received improved magnets to improve performance. The intake system was enlarged and shaped more optimally for improved airflow into the engine, the exhaust manifold was further optimised and was actually shrunk in dimensions over the RA617H while gaining a net performance improvement, the cooling system designed for use in the STR13 was substantially more effective, the engine received structural reinforcements and material changes to better handle the forces experienced by the new generation cars and as such, the power unit increased in weight slightly, although still remained the lightest of the field. The MGU-K had its bearing supporting structure modified to improve reliability and also received higher efficiency electromagnets.

During the Canadian GP, Honda introduced the "Spec 2" version of the power unit which consisted of changes to the ICE solely in pursuit of performance. The engine proved to deliver a noticeable leap forward in power and was enough to convince Red Bull Racing to sign Honda as their power unit supplier from the 2019 season to replace Renault.

High Speed Combustion

During research and testing in 2018 at HRD headquarters in Sakura, Honda engineers while running a test engine on the dyno, noticed a combustion phenomenon whereby cylinder pressures and power output would skyrocket momentarily before disappearing again. It was eventually discovered this was due to a mismatch of certain specification parts being fitted on the test engines. This lead to Honda implementing a vastly improved quality check process going forward, but also encouraged a small team of engineers to look deeper into this phenomenon.

Red Bull Racing had also requested that Honda bring as many updates to its engines on track as possible, regardless of penalties, if it would speed up development in preparation for the 2019 season. The result was the "Spec 3" engine which made its debut at the 2018 Russian Grand Prix. This engine was a prototype for a new kind of combustion process discovered on the dyno's in Sakura. Dubbed "high speed combustion" by Honda, it is a process in that a significantly more complete yet violent combustion event takes place under certain conditions which drastically improves output and efficiency of the engine, exact details are still not public, but demonstrations look to show HCCI like behaviour. The Spec 3 engine was tested during practice sessions with drivers reporting a substantial increase in power felt straight away however there was a lot of vibration and unusual shift behaviour present. Honda refitted the previous Spec 2 engines for the race as planned. The engine was found to of gained approx. 50hp just with this change, which was substantially more than estimations suggested. This increase pushed the engine past its structural design limits and as such needed further work on the engine to be able to withstand power levels that high and further synchronisation work with the Red Bull sourced gearbox to smooth out gear change behaviour. The combustion process was in its infancy and was difficult to control and very unstable, so required more development time to understand and refine the power unit.

Honda RA619H

RA619H

The RA619H was the first power unit developed by Honda to be supplied to Red Bull Racing and also the first time Honda had supplied two teams in the current hybrid era of Formula One simultaneously, still continuing their relationship with Scuderia Toro Rosso.

The engine was a further refinement of the initial RA617H engine concept introduced in 2017. Following on from the RA618H, the new engine had a more complete version of the "high speed combustion" process. Honda had refined the calibration and hardware to better utilise the combustion method and fuel partner ExxonMobil had developed a new type of fuel that stabilised the process in time for race debut. The engine had improvements across the board with refinements to the induction and exhaust systems for optimal packaging while bringing performance gains, the MGU-K had refined mechanical components to improve reliability under high temp operation, the electromagnetic internals were largely carried over from 2018. The MGU-H had a new stator, designed to work under increased water temperatures with a smaller radiator, the MGU-H motor now had the ability to be pushed harder in certain high performance engine modes, the connecting shaft was increased in length to accommodate a new larger compressor but the dynamics of this shaft were further improved for reliability.

Throughout this season, Honda focused on improving energy management and calibration to improve driveability and extract optimal performance from the power unit across the season. During the French GP, Honda had discovered a method in the calibration to largely maintain targeted performance during high ambient temperatures. For the following race, they implemented these findings for the Austrian GP where the engine performed faultlessly at high power in high temperatures where rival manufacturers were running into cooling issues. Max Verstappen went on to win this race which he attributes to Honda's constant efforts and willingness to keep pushing the envelope.

By this point, the RA619H's power output was closely matched to the rival Mercedes engine, making up significant ground since Honda's return in 2015.

RA620H

The RA620H was the fourth and final iteration of the engine architecture Honda introduced in 2017. The new combustion process, discovered in 2018 and fully integrated into the 2019 RA619H, provided substantial power and efficiency gains, however, the massively increased chamber pressures and often unstable detonation under certain conditions came at the cost of durability for the internal combustion engine. For the RA620H, Honda had developed a new type of surface plating named "Kumamoto Plating" or "K-Plating". This patented material was applied to the cylinder bores and various other surfaces that were exposed to high stress. This drastically reduced the cylinder wear under high speed combustion operation and allowed Honda to make further steps to improve the efficiency and operation of this combustion process.

The current design MGU-K and MGU-H underwent strenuous durability and performance testing over the winter break and their performance hard limits were identified. So for 2020, the MGU-K was run harder and less conservatively which gave more torque and regeneration under braking. The MGU-H had new, more aggressive regeneration calibrations developed and a new mode known as "Extra Harvest". This engine mode allowed for maximum allowable energy regeneration to occur in a short period of time, this placed more stress on the unit, so was only used when absolutely optimal. The compressor was enlarged slightly further to increase engine efficiency and the engines ancillaries were refined further to reduce parasitic losses.

In efforts to find more efficiency gains, Honda had developed a device named the "Charge Air Cooler 2" or CAC2. Early variants of this were introduced on the 2016 engine and is a major part of the signature "Honda sound" the power units make on deceleration and downshifts. The CAC2 keeps compressed air, that would of otherwise been vented to atmosphere, within the system and is pumped into the combustion chambers of "non-firing" cylinders, this re-routed compressed air has multiple benefits. Firstly, it allows further drive force on the exhaust turbine even when cylinders are not firing, this allows for a faux "anti-lag" effect. This can be used to spool the turbo up without using battery power on the MGU-H to drive the turbo, or be used to regenerate more energy with the MGU-H in regeneration mode to be stored within the battery. Secondly, this increases pumping resistance on the engine which aids in deceleration phases and lastly, this compressed air creates a cooling effect within the chamber which increases durability and knock resistance over operation.

The RA620H can be viewed as the power unit where Honda's usual conservative approach to ensure reliability, once established, began to change to an aggressive push to maximise this architectures potential. Honda believed they had essentially reached this limit mid season and work had begun on a brand new, ground up design planned for introduction within two years.

Honda RA621H, a brand new architecture

RA621H

After initially starting to match Mercedes' engines in 2019, their engine step in 2020, even compared with Honda's own gains, was substantial. This had convinced Honda to accelerate development of its new engine which was originally planned for debut in 2022 along with the new car regulations. The decision meant they had just six months to complete the engine and have it race ready for the 2021 Formula One Season. Honda admitted this would be a monumental challenge and posed a lot of risks, but believed this would be the only way to overtake Mercedes. Team partner Red Bull Racing, after seeing the proposed improvements the new power unit would bring, gave their blessing and as such, the RA621H was born.

This engine was a drastic change from the previous iterations, with the entire core ICE architecture being redesigned for the first time. The camshaft layout was altered and now significantly more compact, lower down and closer together in the cylinder head. This changed the valve angle and shape of the combustion chamber, increasing the compression ratio of the ICE and allowing a reduction of the overall size of the engine, lowering it's centre of gravity and altering the airflow characteristics. The ICE was now machined from a single piece of new billet alloy as opposed to cast, drastically increasing the blocks strength. As such, this allowed the cylinder bore pitch to be reduced, placing the cylinders closer together reducing the length of the engine. In conversations with RBR and Alpha Tauri, the bank offset was reversed and the induction and exhaust manifolds were more refined to better optimise packaging within both cars. The MGU-H had vastly improved magnets and a new insulator, improving the cooling performance while also increasing power and torque output and the MGU-K had its gear ratio revised which reduced regeneration from braking and a brand new housing which was more resistant to vibration.

With the vastly improved efficiency of the ICE came a trade-off, a reduction in waste exhaust energy output which negatively impacts turbocharger and hybrid regeneration performance. The key for Honda engineers was to play a balancing act in increasing ICE efficiency and crank power output but without losing too much exhaust heat energy which would harm regeneration potential for the battery. To mitigate the losses, the turbocharger assembly was revised in attempt to more efficiently harvest what was available and the compressor was increased in size again with the impeller having significant changes made to the fins and the turbine itself was also modified.

Honda also introduced a brand new energy store for the first time, which had been in the developmental phase for years. The aim was to create a battery that combined improvements in energy efficiency with significant reductions in weight. The technology utilised in the new ultra-high energy battery cell is still a closely guarded secret by Honda, however the performance the new system brought was substantial. Demonstrating significant energy harvesting and deployment characteristics, the new cell had achieved near zero resistance loss during generation and deployment. This allowed the cars to have deployable hybrid energy available much more of the time and much faster regeneration capability compared to the rest of the field.

All these changes added up to a power unit that was significantly more powerful and reliable, while becoming even smaller and lighter than the original RA615H "Size-Zero" engine. This provided massive gains to teams now able to create more aggressive body packaging and aided aero development. The power unit quickly became the front runner of the field with superior power, energy recovery abilities with outstanding reliability and was a key factor in driving Max Verstappen to his first ever World Drivers Championship in the 2021 season.

RBPTH001

The RBPTH001 is a development of the RA621H designed for use in the 2022 Formula 1 World Championship and the final design change permitted before the engine freeze began on March 1st, 2022.

After Honda's formal F1 exit, the engines remain Honda-developed, produced, assembled, maintained, and trackside supported, and will remain as such until the end of the 2025 season when a new engine era will begin. Honda developed the 2022 RBPTH001 power unit at its research and development centre in Sakura City, Tochigi prefecture, run by Honda’s racing subsidiary, HRC (Honda Racing Corporation).

The main developments of the engine were to accommodate the use of the new E10 fuel and the challenges it brought. The construction of the ethanol molecule means it has a lower calorific value as a combustible component compared to an equivalent volume of petrol, making the combustion process less potent and therefore, power is reduced. This is usually compensated by combusting a larger quantity of fuel to make up for the lower energy density, however F1 regulations restrict fuel flow to 100kg/hour and so this was not an option. There are some exploitable beneficial characteristics of ethanol however. The new E10 fuel blend is more resistant to detonation, allowing engines to be run in a higher stress state if done correctly, so for the RBPTH001, Honda was able to raise the compression ratio of the ICE and the nominal boost pressure to drive combustion efficiency higher and mitigate power losses brought from the lower energy fuel, essentially harnessing more of the available fuel energy to compensate. This greatly increases the stress on the power unit though with cylinder pressures now the highest they have been. So the combustion chamber and mechanism was further developed to accommodate the new burn characteristics and lower calorific fuel, the bottom end internals were strengthened, and the ignition timing map was altered completely from the 2021 engine. The MGU-H and turbine were re-tuned to better cope with the E10 exhaust gas density change and further unique internal changes to reduce crevice losses in combustion were made. Ethanol also has a higher latent heat of vaporisation than gasoline so the increased ethanol content brings a charge cooling effect, reducing combustion chamber temperatures, this benefit allowed the previously mentioned changes to be made and allowed Honda to increase the nominal running water temperature of the engine, this means it requires less cooling and provides an aerodynamic benefit to teams building the car, being able to reduce cooling inlet and outlet sizes.

The crankshaft and cylinder block geometry were adjusted to ensure reliability with the new E10 combustion conditions, while a further development of Honda's Kumamoto plating was applied to the cylinder bores. The resulting power unit weighs slightly more than the RA621H just from strengthened internal components and even with the reduced energy content of the new fuel, the 2022 engine achieved a higher thermal efficiency value than the 2021 engine, well over 50%.

Season statistics for Honda engines

Season	Constructors	Races	Wins	Pole positions	Podiums	Fastest laps	WCC
2015	McLaren	19	0	0	0	0	9th
2016	McLaren	21	0	0	0	1	6th
2017	McLaren	20	0	0	0	1	9th
2018	Scuderia Toro Rosso	21	0	0	0	0	9th
2019	Red Bull Racing, Scuderia Toro Rosso	21	3	2	11	3	3rd, 6th
2020	Red Bull Racing, Scuderia AlphaTauri	17	3	1	14	3	2nd, 7th
2021	Red Bull Racing, Scuderia AlphaTauri	22	12	10	24	9	2nd, 6th
2022	Red Bull Racing, Scuderia AlphaTauri	22	17	8	28	8	1st, 9th
2023	Red Bull Racing, Scuderia AlphaTauri	22	21**	14	30	11	1st, 8th
2024*	Red Bull Racing, RB Formula One Team	7	5	7	10	2	1st, 6th

* Season still in progress.

** Historical record for most wins in a season - Red Bull Racing, Max Verstappen, 21 of 22 races