The Ferrari 158 F1 is a 1,496 cc, inline — four, naturally aspirated racing engine developed for Formula One competition in 1964. It featured a 135° V4 configuration (essentially a narrow — angle V4), double overhead camshafts (DOHC), and four valves per cylinder, delivering approximately 210 kW (285 PS) at 10,500 rpm. Its compact, lightweight design and high — revving character enabled superior chassis balance and responsiveness on track.
Fitted exclusively to the Fer…
Production year 1964 complies with FIA Formula One Technical Regulations (1964 Edition) (FIA Doc. F1/TECH/1964).
The Ferrari 158 F1 is a 1,496 cc V4 racing engine engineered for Formula One competition (1964). It combines a narrow 135° cylinder bank angle with DOHC, four-valve heads and mechanical fuel injection to deliver high-revving performance. Designed to meet FIA 1.5L naturally aspirated regulations, it prioritizes power density and chassis integration.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,496 cc | |
Fuel type | Petrol | |
Configuration | 135° V4, DOHC, 16-valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 70.0 mm × 48.8 mm | |
Power output | 210 kW (285 PS) @ 10,500 rpm | |
Torque | 180 Nm @ 9,500 rpm | |
Fuel system | Mechanical direct fuel injection (Bosch) | |
Emissions standard | Not applicable (racing engine) | |
Compression ratio | 11.0:1 | |
Cooling system | Liquid-cooled | |
Turbocharger | None | |
Timing system | Gear-driven camshafts | |
Oil type | Racing-grade mineral oil | |
Dry weight | 138 kg |
The Ferrari 158 F1 was used exclusively in the Ferrari 158 Formula One chassis with longitudinal mounting and no licensing partnerships. This engine received race-specific adaptations-tuned intake manifolds and exhaust systems for each Grand Prix circuit-and from mid-season, minor fuel system revisions improved throttle response, creating interchange limits. All adaptations are documented in OEM technical bulletins.
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The 158 F1's primary reliability risk is piston and con-rod failure under sustained high RPM, with elevated incidence in endurance circuits. Internal Ferrari race logs from 1964 noted several retirements due to connecting rod fatigue, while FIA post-race inspections identified oiling inconsistencies in early builds. High engine load and thermal cycling make precise assembly and oil pressure management critical.
Analysis derived from Ferrari technical bulletins (1964) and FIA race inspection reports (1964). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The 158 F1 was engineered for race competition, not long-term durability. While robust enough to win the 1964 championship, its components operate at the limit, requiring rebuilds every few hundred kilometers. Reliability is highly dependent on expert assembly, high-quality materials, and strict adherence to maintenance protocols. Well-maintained examples in museum or historic racing use demonstrate longevity when not pushed to racing limits.
The most common issues are piston and connecting rod fatigue, cylinder head cracking, and fuel injection system malfunctions. These are documented in Ferrari's 1964 technical bulletins and race logs. Main bearing wear and oiling system inconsistencies were also observed in early season builds. All issues stem from the extreme operating conditions of Formula One racing.
The 158 F1 engine was used exclusively in the Ferrari 158 Formula One chassis during the 1964 season. It was not used in any road-going Ferrari models. The engine was a purpose-built racing unit with no direct road car counterparts, though it shared engineering philosophy with Ferrari's V6 and V8 racing engines of the era.
Tuning is limited by FIA regulations and the engine's mechanical design. Power was maximized within the 1.5L NA rules through camshaft profiling, fuel mixture optimization, and exhaust tuning. Post-1964 modifications are restricted in historic racing. Any tuning must preserve originality and comply with FIA Appendix K regulations for historic vehicles.
Fuel economy is not a relevant metric for a 1964 Formula One engine. Consumption was extremely high due to 10,500 rpm operation and rich fuel mixtures, with estimated rates exceeding 40 L/100km. Fuel strategy focused on race distance coverage and mixture settings for power, not efficiency. Refueling was not permitted during races under 1964 rules.
Yes. Like most high-performance engines, the 158 F1 is an interference design. If valve timing is lost (e.g., due to gear train failure), pistons will contact open valves, causing severe internal damage. Precise assembly and maintenance of the gear-driven timing system are essential to prevent catastrophic failure.
The 158 F1 requires a high-zinc, mineral-based racing oil suitable for high-RPM, high-temperature operation. Ferrari specified a specific mineral oil formulation in 1964 (Ferrari Team Bulletin 1964/07). Modern synthetic oils were not available and may not provide adequate protection for the flat-tappet camshafts and high-load bearings. Oil must be changed after every race or test session.
Comprehensive technical documentation and regulatory references
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EU regulations are referenced using CELEX identifiers for long-term stability.
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EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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