Also maybe to do with their big upgrade which allowed them to stop running massive wings and lessen drag- so perhaps partly but not all engine based?
If you were to read it, you would understand why. It's the same reason F1 camshaft drives have quills, or link the cams together, or have dampers. In Honda's 24hr Suzuka EWC effort, they added heavier cam gears.saviour stivala wrote: ↑11 Oct 2021, 08:55‘’Off topic’’ Yes. Off topic if ever there was one. This as a Prostock single cam in block push-rod 8.2l 90 degree v8 valve train cannot have any relevance whatsoever to the formula one engine valve train subject. And. I am still trying to figure-out an engine running at a crankshaft speed of 10k RPM with a camshaft speed of 11800 `RPM.
Mercedes were running a bigger wing than Red Bull. Once again the engine seems to have more headroom in the second half of the season as seen in 17 and 18El Scorchio wrote: ↑11 Oct 2021, 15:02Also maybe to do with their big upgrade which allowed them to stop running massive wings and lessen drag- so perhaps partly but not all engine based?
“Our power units have been the most reliable since the introduction of the hybrid engines in 2014,” Wolff said, quoted by Autosport.
“Because these boundaries are being pushed, we have seen examples of, let’s say, unusual noises, within the combustion engine that aren’t completely understood at that stage yet, and therefore caused some trouble in the past.
“We had engines that basically failed, and now it’s about containing the problem, because in that phase, redesigning parts is not something you would tackle.
“Balancing performance and reliability has always been the key metric in the past couple of years, and it will be also going forward,” Wolff said.
“We will not be carrying any deficits into next year, because the deficits are being understood. And now it’s about finding solutions that contain these.”
This is my suspicion as well. They had this headroom from start of the season, but didn't know how far they can push it. Now we are gradually seeing more and more power being released, probably using bottas' car as a test bed, that's why he's having more reliability problems.
Isn't it more to do with the coming engine freeze? Find out what the engine is capable of on track so you know where the real life limits of your frozen design are. You can then use your allowed reliability modifications to deal with the reliability issues having identified them on track. As good as the dynos are, nothing simulates real world use like really using it.
Exactly. Because of the freezing, they want to push the engines to the limit and see where they have to do changes before next year.Just_a_fan wrote: ↑12 Oct 2021, 12:12Isn't it more to do with the coming engine freeze? Find out what the engine is capable of on track so you know where the real life limits of your frozen design are. You can then use your allowed reliability modifications to deal with the reliability issues having identified them on track. As good as the dynos are, nothing simulates real world use like really using it.
it doesn't make my point wrong, it's still part of that I guess. But I agree that reliability upgrades can be used to gain performance that was previiously unatainnable for an extended period of time, such that the engines have to do.toraabe wrote: ↑12 Oct 2021, 18:21Exactly. Because of the freezing, they want to push the engines to the limit and see where they have to do changes before next year.Just_a_fan wrote: ↑12 Oct 2021, 12:12Isn't it more to do with the coming engine freeze? Find out what the engine is capable of on track so you know where the real life limits of your frozen design are. You can then use your allowed reliability modifications to deal with the reliability issues having identified them on track. As good as the dynos are, nothing simulates real world use like really using it.
ExactlySiLo wrote: ↑12 Oct 2021, 20:05it doesn't make my point wrong, it's still part of that I guess. But I agree that reliability upgrades can be used to gain performance that was previiously unatainnable for an extended period of time, such that the engines have to do.toraabe wrote: ↑12 Oct 2021, 18:21Exactly. Because of the freezing, they want to push the engines to the limit and see where they have to do changes before next year.Just_a_fan wrote: ↑12 Oct 2021, 12:12
Isn't it more to do with the coming engine freeze? Find out what the engine is capable of on track so you know where the real life limits of your frozen design are. You can then use your allowed reliability modifications to deal with the reliability issues having identified them on track. As good as the dynos are, nothing simulates real world use like really using it.
Yep, you can't simulate the hi g loading and shock loading on the dyno as far as I'm aware.Just_a_fan wrote: ↑12 Oct 2021, 12:12As good as the dynos are, nothing simulates real world use like really using it.
I suspect you're bang on, though I would speculate that the testing started a lot earlier in the season.Juzh wrote: ↑12 Oct 2021, 11:20This is my suspicion as well. They had this headroom from start of the season, but didn't know how far they can push it. Now we are gradually seeing more and more power being released, probably using bottas' car as a test bed, that's why he's having more reliability problems.
https://www.autosport.com/f1/news/russe ... 2/4981342/His power unit was returned to HPP in Brixworth, and after investigations it has been deemed that it suffered a gear drive failure. Russell's car will thus have a new ICE, MGU-H and turbo when Williams reserve driver Jack Aitken takes to the track in FP1 on Friday for the Styrian Grand Prix.