The flow between the ES and the MGU-H is unlimited. Thus if the ICE can withstand the extra wear and heat degradation, it can be pushed harder by recovering from and deploying to the MGU-H more aggressively!
The flow between the ES and the MGU-H is unlimited. Thus if the ICE can withstand the extra wear and heat degradation, it can be pushed harder by recovering from and deploying to the MGU-H more aggressively!
That part I get. It is the 'drive harder' part that makes no sense to me. Since the rev range doesn't change, the only difference would be increase compression? If the spec is locked, and I imagine the CR is already very high, how would you achieve that?
It's a little more nuanced than that, they could run leaner, they could run richer, they can alter timing slightly, and they can do it by different amounts throughout the power/rpm curve.rogazilla wrote: ↑08 Dec 2021, 16:45That part I get. It is the 'drive harder' part that makes no sense to me. Since the rev range doesn't change, the only difference would be increase compression? If the spec is locked, and I imagine the CR is already very high, how would you achieve that?
What's the consequences of higher CR? does it change the exhaust to that drives the turbo? If the ICE is more efficient then less heat to recover from MGU-H right? Less MGU-H then less flow between ES and MGU-H?
That's the part I am not understanding.
That's the thing... I thought I understood quali mode. What we saw at Brazil or in a sense if this rocket engine is as implied, its running in the mode through the race. Obviously could sustain for multiple laps and not just a single Q lap and then its slow/recharge lap. I thought I understood if you run higher power or run harder with ICE, you couldn't charge the ES to a level to last a lap? I just couldn't understand wrap my head around ONLY ICE change to achieve that.RZS10 wrote: ↑08 Dec 2021, 17:18It probably goes all the way back to "how did quali modes work?" - It's also why i don't really understand how baffled some seem to be by the fact that the PU can be tuned to give a tenth or two in laptime at the cost of engine life when they were gaining at least half a second or sometimes even more than one second in laptime from Q2 to Q3 simply by using the party mode.
I have wondered about 'claims' that the Merc loses more power that the Honda with time.
I think it does not loose power, they lose the strength of the piston.
But even 4% more power is a lot on these engines…. 35bhp or whatever.
No, I do not think so. As above, they use the time when the microstructure of the piston is still hard to put more temp on it. They will not necessarily run shorter if they reduce the power accordingly to the change in the pistons.
You do realise we are not talking about "every engine" here? We are talking about an engine where a 4% power increase requires an increase of 2% in thermal efficiency!!! Bumping up the timing a bit aint gonna do it.
in F1 (additional to the usual combustion inconsistency giving the aforementioned ambiguity for ignition timing)
The energy to and from the energy store has gone past limit returns. You are literally limited by regulations.rogazilla wrote: ↑08 Dec 2021, 16:45That part I get. It is the 'drive harder' part that makes no sense to me. Since the rev range doesn't change, the only difference would be increase compression? If the spec is locked, and I imagine the CR is already very high, how would you achieve that?
What's the consequences of higher CR? does it change the exhaust to that drives the turbo? If the ICE is more efficient then less heat to recover from MGU-H right? Less MGU-H then less flow between ES and MGU-H?
That's the part I am not understanding.