I'm not sure it would be beneficial to have the warmer and dirtier air from down low feeding the intake.
I'm not sure it would be beneficial to have the warmer and dirtier air from down low feeding the intake.
Sadly, with how non-intuitive these PUs are, it may actually be beneficial.DiogoBrand wrote: ↑18 Feb 2024, 18:57I'm not sure it would be beneficial to have the warmer and dirtier air from down low feeding the intake.
If I had to guess, the inlet air temperature is inconsequential because the turbocharging raises the temperature so much that the intercooler effectiveness has the biggest impact on the temperature of the air entering the cylinder.DiogoBrand wrote: ↑18 Feb 2024, 18:57I'm not sure it would be beneficial to have the warmer and dirtier air from down low feeding the intake.
Temp is higher closer to the track, can't avoid that. Question is: by how much? And does it matter. More chance of ingesting debris but again: how much? Air filters prevent particle ingestion; oversize air filter area to address higher dust/particle load. Larger objects (pebbles, tar) would only pose an issue if they accumulate beyond a predetermined allowance provided by oversizing the duct and its inlet. The big prize: in yaw you get ideal intake conditions on one half of the intake wye pipe like you could not get with a roll hoop inlet. The halves could be oversized to provide >50% of total intake flow.
The whole idea of the split turbo was to gain few degrees from compressor in front rather than next to turbine, even in the face of a cooling layer in between the 2, like Ferrari has.vorticism wrote:Temp is higher closer to the track, can't avoid that. Question is: by how much? And does it matter. More chance of ingesting debris but again: how much? Air filters prevent particle ingestion; oversize air filter area to address higher dust/particle load. Larger objects (pebbles, tar) would only pose an issue if they accumulate beyond a predetermined allowance provided by oversizing the duct and its inlet.
Is it due to some development from Honda or am I misunderstanding? If the engine requires a certain amount of cooling, there is only so much you can do?Henk_v wrote: ↑18 Feb 2024, 22:44
If you ask me, they have been tweaking the outlet pressure (suction) for allmost 2 years too with the bodywork. My guess is that they may be the only team that can permit fooling around with abnormale inlets as they have increasingly become less dependent on ram pressure on big inlets.
Very true. I know colder temps impact road cars with marginal sized intercoolers, although I don’t know how fine the margins are on F1 cars.Henk_v wrote: ↑18 Feb 2024, 22:57Well, the intercooler works with a very high delta T on the intake air. A few degrees of inlet temperature changes relatively little on the intercooler intake air outlet temperature. But still, a lilltle can be a lot in F1...
Engine cooling is much lower dT. There it matters a great deal.
He’s saying that the layout of the inlet and outlet on the chassis is generating enough pressure differential to suck air in even with awkward angles in the inletdeadhead wrote:Is it due to some development from Honda or am I misunderstanding? If the engine requires a certain amount of cooling, there is only so much you can do?Henk_v wrote: ↑18 Feb 2024, 22:44
If you ask me, they have been tweaking the outlet pressure (suction) for allmost 2 years too with the bodywork. My guess is that they may be the only team that can permit fooling around with abnormale inlets as they have increasingly become less dependent on ram pressure on big inlets.
Yup, Red Bull tweaked their inlets many times, Ferrari tried as they might to give more undercut to their car... all these changes are possible, likely even.