F1 will see a complete change in engine regulations in 2014, and we're having a closer look at what that means exactly
Road cars have been more advanced than F1 for years now due to the restrictive rules. Though in recent years there has been a slow but sure trickle down of technology from road cars to F1 like the hybrid systems, variable intakes, direct injection etc...kooleracer wrote:Looks like the C-X75 is more advanced than the F1 2014 powerunit.
You still can use compression ratio to calculate efficiency, though it has to be adjusted for pressure, i.e. the compressed volume has to be lower than what it actually is as the pressure in the inlet is greater than on the exhaust.ringo wrote:Initially when you do the efficiency of the engine you may arrive at around 32% if you blindly use compression ratio.
I believe that the C-X75 has been cancelled. In any case, the original show car was cooler - all electric drive with twin gas turbine range extenders.tok-tokkie wrote:I was unaware of that new Jaguar. Extremely interesting & very impressive.
One correction. The first video shows a straight 4 not a V4.
High turbo pressures for F1 - been there, done that.kooleracer wrote:Really think F1 should have gone more radical and stick with the 4 cylinder proposal the FIA did, but as usual Ferrari crying about every rule change. Sound clip of a Cosworth 1.6L I4 engine [turbo and supercharged 500bhp max 10k rpm] f1 prototype that is used in the C-X75. Hopefully the F1 engines will sound something like that. Really think F1 has missed a big opportunity the be really revolutionary, Porsche's LMP1 already gone that way. The higher turbo pressures would be more challenging for the engine manufacturers.
Supercharger for low rpm, turbocharger for high rpm, with overlap in between.ringo wrote:It can't be more advanced if it doesn't use thermal energy recovery.
What's interesting though is that it is borth turbo and super charged, i'm not sure if they work in series or at different conditions independently. Apparently F1 engine is making about 100hp however.
The key difference is that supercharger takes power from crankshaft which taxes efficiency.wuzak wrote:The turbo with MGU-H can operate as supercharger
the superchargers that are mechanically driven in cars are inefficient, and give this so-called supercharging a bad nametimbo wrote:The key difference is that supercharger takes power from crankshaft which taxes efficiency.
First of all a Happy New Year for everybody and for Michael I wish him a speedy and fully recovery!WhiteBlue wrote:Actually there is no limit to what the teams may fuel. The restriction is what you use by the fuel system between lights out and crossing the chequered flag. That amount of fuel is measured by the FiA and if you use more than 100 kg you are illegal.wuzak wrote:The 100kg is a maximum. If they only need 80kg, that is all they need to carry.atanatizante wrote:I apologize but it takes to long to find out trough 315 pages, therefore have some questions.
Now bearing in mind there is a limit of 100kg of fuel per race:
1)they must fuel the cars no more or no less than this amount regardless where they have to race e.g. Monaco or Spa?
But with only 33sec of e-power usage during a lap. Will we see record drop in lap times on tracks like Spa, Monza, etc, because of the lack of e-power the cover the entire lap? And is it fair to say that on those tracks the best ICE engine will be revealed because sometime during the lap the would be relying on that alone especially during quali. Because from the La Source tot Les combes is 25sec flat out. And Stavelot till the Bustop chicane is also 25 sec flatout. So 50 sec flat out where you can only use 33sec of E-power and thats excluding other parts of the track. Any solutions the counter that problem without a considerable drop of lap time?WhiteBlue wrote:The tactic is the same that has always been applied. You have to maximize the power from the engine and with limited fuel it means that fuel efficiency is king. The power is not any more limited by the oxygene that you can pump into the engine somehow. You basically have unlimited air or oxigene. Now the fuel is limited which will directly lead to much leaner engine running than we have ever known in F1. All you know about F1 engines, their combustion proces, fuel to air ratios, exhaust gas conditions, compression ratios will all go out of the window in one big step. In comes direct injection, low rev running, higher compression, spray guided combustion, and a huge change in exhaust treatment. All the conventional valve timing will be gone. Piston design will be for higher pressure and not so high inertial forces for lower reving. Next year there will be variable intake design on the development menue. On top we are getting the can of worms how to maximize the power from both recovery systems, while you observe all restrictions in the hybrid systems and exploid all the loop holes. And when you think you are done with the power unit side it starts all over because your teams may have decided to throw all good advice for intercooler design into the wind and have come up with what they thing is an optimal solution. So you start optimizing all your engine and turbo control strategies on the basis of new operating windows again. The same can happen if you discover that your initial design has thermal relibility flaws. I reckon there will be a lot of fun over the season as not all track characteristics will be fully simulated and they will keep finding bugs in the designs from all different operating conditions. Imagine some running in cold mountain weather in Austria if the temps suddenly go down to 10 °C.
