Ferrari Power Unit Hardware & Software

[S D]

The original video from chrono looks to be speculation as to the MHUH/turbo config, here is another speculate (SCREEN CAPTURE)
Or it could be the original config with the split the evo.
Someone kindly translated the original video, maybe someone could again.??
https://images-wixmp-ed30a86b8c4ca88777 ... O4ErOSaIAQ

Best I can do...

Ferrari leaves Austria with another success this time of Leclerc but unfortunately also another failure of the 0 60 67 engine moreover its the third of the season after the grand prix of Spain and after Barco comes another engine failure this time on the single-seater of Sainz and its important to figure out what happened at the red bull ring circuit.

A detailed technical analysis on both the performance front that is growing and we will do that later but immediately we start putting our nose in Ferrari's reliability problems that are affecting the season for this we use our imagination augmented by the cross-section of the 0 60 67 engine.

The Ferrari today is paying the problems of a shift of the mgh from the front to the turbo compound to the middle part in the turbo split configuration.

This configuration has caused the failure of the mgh system and the turbine, a technical condition that in fact is due to the fact that you are pushing very hard the supercharger. Ferrari today has used the absolute most advanced hybrid system with the most aggressive strategies to make the most of the electric potential in regeneration of 162 horses to enjoy a continuous but above all maximum power particularly and it is precisely with the service of crohn agp that we try to understand the technical value of the engine but also the reliability problems that must be overcome in order to aim for the top of the ranking and then to victory.

The failure of the engine of Sainz in Austria as for Leclerc in Spain is again attributable to the hybrid and supercharging part of a radically different nature than in Baku where ???? valves and Ferrari cylinder head this year pays the price of the new arrangement of mguh inside the v of the engine in the middle of the turbine and compressor but above all using very pushed mappings to gain power. Precisely this represents the main factor that causes the stress of the entire group of ??? causing its sudden breakage with no warning and happens all of a sudden a feasible double payment.

We must look at the negative aspects to prevent them from happening again the ars is conceived as a real dynamo. It either produces energy to recharge the battery or generates power by accelerating the turbo and increasing the supercharger. The factors that increase the stress of these components on the 0 60 67 engine are two fold. Induced by innovative strategies developed by Ferrari to increase energy regeneration the exhaust gas pressure on the turbo is raised by a factor that imparts acceleration to the mguh but in the face of increased stress of the impeller and the engine's electrical the mguh used to brake the thrust of the turbo allows for modulation of the turbocharging by refining torque delivery but the counter rotation of the electric motor that pushes in the opposite direction to the turbine is causing stresses on the electric motor.

The quantum leap in the power of the Ferrari power unit is largely attributable to the interactions between the hybrid and over power but at the same time and to date, the weak element that undermines reliability as already happened in Spain also in Austria to gain power in the race.

In the 0 60 67, the mgh is used in its most aggressive strategies by imparting strong accelerations to the turbine which is exposed to a greater pumping effect at very high and for prolonged periods On the performance side, power goes up as much as 20 to 30 horsepower but in counterpart by supercharging the valves the engine undergoes mechanical and thermal stresses that are very severe.

A use of the hybrid to support the increase in power therefore allows them to achieve truly remarkable results
through the mguh that plays today more than ever before an increasingly central role in the management of the Ferrari unit.

[johnny comelately]

The original video from chrono looks to be speculation as to the MHUH/turbo config, here is another speculate (SCREEN CAPTURE)
Or it could be the original config with the split the evo.
Someone kindly translated the original video, maybe someone could again.??
https://images-wixmp-ed30a86b8c4ca88777 ... O4ErOSaIAQ

Best I can do...

Ferrari leaves Austria with another success this time of Leclerc but unfortunately also another failure of the 0 60 67 engine moreover its the third of the season after the grand prix of Spain and after Barco comes another engine failure this time on the single-seater of Sainz and its important to figure out what happened at the red bull ring circuit.

A detailed technical analysis on both the performance front that is growing and we will do that later but immediately we start putting our nose in Ferrari's reliability problems that are affecting the season for this we use our imagination augmented by the cross-section of the 0 60 67 engine.

The Ferrari today is paying the problems of a shift of the mgh from the front to the turbo compound to the middle part in the turbo split configuration.

This configuration has caused the failure of the mgh system and the turbine, a technical condition that in fact is due to the fact that you are pushing very hard the supercharger. Ferrari today has used the absolute most advanced hybrid system with the most aggressive strategies to make the most of the electric potential in regeneration of 162 horses to enjoy a continuous but above all maximum power particularly and it is precisely with the service of crohn agp that we try to understand the technical value of the engine but also the reliability problems that must be overcome in order to aim for the top of the ranking and then to victory.

The failure of the engine of Sainz in Austria as for Leclerc in Spain is again attributable to the hybrid and supercharging part of a radically different nature than in Baku where ???? valves and Ferrari cylinder head this year pays the price of the new arrangement of mguh inside the v of the engine in the middle of the turbine and compressor but above all using very pushed mappings to gain power. Precisely this represents the main factor that causes the stress of the entire group of ??? causing its sudden breakage with no warning and happens all of a sudden a feasible double payment.

We must look at the negative aspects to prevent them from happening again the ars is conceived as a real dynamo. It either produces energy to recharge the battery or generates power by accelerating the turbo and increasing the supercharger. The factors that increase the stress of these components on the 0 60 67 engine are two fold. Induced by innovative strategies developed by Ferrari to increase energy regeneration the exhaust gas pressure on the turbo is raised by a factor that imparts acceleration to the mguh but in the face of increased stress of the impeller and the engine's electrical the mguh used to brake the thrust of the turbo allows for modulation of the turbocharging by refining torque delivery but the counter rotation of the electric motor that pushes in the opposite direction to the turbine is causing stresses on the electric motor.

The quantum leap in the power of the Ferrari power unit is largely attributable to the interactions between the hybrid and over power but at the same time and to date, the weak element that undermines reliability as already happened in Spain also in Austria to gain power in the race.

In the 0 60 67, the mgh is used in its most aggressive strategies by imparting strong accelerations to the turbine which is exposed to a greater pumping effect at very high and for prolonged periods On the performance side, power goes up as much as 20 to 30 horsepower but in counterpart by supercharging the valves the engine undergoes mechanical and thermal stresses that are very severe.

A use of the hybrid to support the increase in power therefore allows them to achieve truly remarkable results
through the mguh that plays today more than ever before an increasingly central role in the management of the Ferrari unit.

Thank you very much, I owe you a beer...or two

[F1NAC]

So far this year I’ve heard comments form both Horner and Binotto along the lines of them “rather have to fix reliability in a fast car than have to find speed in a reliable car”. With the power unit now being frozen for the next few years, how accurate is this statement? And how realistic is it? What can Ferrari do with the frozen Power Unit in terms of fixing reliability in the 2nd half of this year and the years ahead? Is it just materials they can work with? If it’s a design flaw that is causing reliability issues, can that change? What are they allowed to realistically do to the PU?

Ferrari can apply to the FIA to make changes to the PU for reliability, safety, supply issues and car installation reasons. I'd say Sainz PU failure would probably fall under reliability and safety. So yes it's best to have a fast PU that you can make reliable, as under the rules further development of this PU generation in terms of performance is frozen.

as the comment said.

Remember when Ferrari had to go through a couple of engines during the start of 2010 season, after that they did reliability upgrade and all went well. It was 12 years ago but yeah.

Interesting that the news outlet knows more about failure than Ferrari themselves

This configuration has caused the failure of the mgh system and the turbine, a technical condition that in fact is due to the fact that you are pushing very hard the supercharger. Ferrari today has used the absolute most advanced hybrid system with the most aggressive strategies to make the most of the electric potential in regeneration of 162 horses to enjoy a continuous but above all maximum power particularly and it is precisely with the service of crohn agp that we try to understand the technical value of the engine but also the reliability problems that must be overcome in order to aim for the top of the ranking and then to victory.

[Sevach]

[Alexf1]

Binotto: "The PU failure on Carlos's car sounds like something very similar to what happened in Azerbaijan. At Maranello we are working hard to find a remedy /solution."

Binotto: "These are problems that worry us for the next races, not in the medium to long term because I am convinced that as a team we will be able to solve them."

Binotto: "We have a very high-performance PU & this gives me hope for the future when we have found a way to make it reliable as well."

Binotto: "For interventions of this kind you need time: you have to design new components, produce them, homologate them for reliability. A few weeks are not enough. In the short term we will try to manage it in terms of mileage."

Tweets from "tami.", quoting Corriere.

So short term solution is keeping engine mileage low by taking a new one every 2 to 3 races? If they need to start the designing, testing and approval & homologation process of the reliability fix, will we will see the fix in Spa?.

[chrisc90]

Does anyone know what engine Sainz was running in Austria? Was the it pre-reliability upgrade or one that was post? If memory serves me rightly, they brought a more reliable unit to Canada with Charles taking the 1st penalty?

[dialtone]

Does anyone know what engine Sainz was running in Austria? Was the it pre-reliability upgrade or one that was post? If memory serves me rightly, they brought a more reliable unit to Canada with Charles taking the 1st penalty?

They've only updated the engine once and that's PU2, Canada had the same spec engine. Sainz was running the new engine with the reliability upgrade introduced in Miami.

[NL_Fer]

https://twitter.com/Vetteleclerc/status ... GSm9gh_Qgg

Combined with improved reliablity, they have got a killer engine if the others don’t improve on power. The peak torque to the wheels was phenomenal this weekend. But I think Honda is more efficient in fuel consumption over a whole race.

[LM10]

https://twitter.com/Vetteleclerc/status ... GSm9gh_Qgg

Combined with improved reliablity, they have got a killer engine if the others don’t improve on power. The peak torque to the wheels was phenomenal this weekend. But I think Honda is more efficient in fuel consumption over a whole race.

This is not allowed.

[DutchPanther]

[Ced]

Pure fantasy from skysport

[Sevach]

Does anyone know what engine Sainz was running in Austria? Was the it pre-reliability upgrade or one that was post? If memory serves me rightly, they brought a more reliable unit to Canada with Charles taking the 1st penalty?

They've only updated the engine once and that's PU2, Canada had the same spec engine. Sainz was running the new engine with the reliability upgrade introduced in Miami.

Carlos actually went a decent number of races with this engine, when you think Charles is already at 4 and Sainz was at 2.
Remains when any actual fixes can come, when you consider that the first big time failure happened in Spain, may 22.

[Wouter]

Does anyone know what engine Sainz was running in Austria? Was the it pre-reliability upgrade or one that was post? If memory serves me rightly, they brought a more reliable unit to Canada with Charles taking the 1st penalty?

.
They've only updated the engine once and that's PU2, Canada had the same spec engine. Sainz was running the new engine with the reliability upgrade introduced in Miami.

.
Carlos actually went a decent number of races with this engine, when you think Charles is already at 4 and Sainz was at 2.
Remains when any actual fixes can come, when you consider that the first big time failure happened in Spain, may 22.

.
I think it was like this, but I could be wrong:
Leclerc Canada, Silverstone and Spielberg with all parts. (4th) (ICE, MGU-K, MGU-H, TC)
Sainz Canada, Silverstone and Spielberg with the ICE (3rd)
and the other parts (3rd) only Silverstone and Spielberg.

https://www.fia.com/sites/default/files ... _event.pdf

[mzso]

Carlos actually went a decent number of races with this engine, when you think Charles is already at 4 and Sainz was at 2.

Leclerc, unlike Sainz didn't make a habit of parking the car in the first laps of the race. So the mileage was very different.
However Leclerc's brand new PU didn't even last a whole normal race. Got through one low engine power, cold and shortened Monaco GP, then expired before even half-way in Baku...

[FDD]

If this info is true then that is a positive one

https://it.motorsport.com/f1/news/f1-re ... /10337581/