New Rules - Fluids Getting to the Engine and Engine Heat

[JAA17]

In 2017 I knew there was a lot of hoo-ha about the oil being burned by the engine, but could someone explain the following:

*Teams must supply the measurement of the oil level of the main tank to the FIA at all times of the event. The mass of oil contained in each oil tank, with the exception of the main oil tank, must also now be declared to the FIA one hour before the start of the race.

*Active control valves between any part of the power unit and the engine intake air will be banned.

*Teams will be limited to a single oil specification per engine at a given grand prix - which must be declared before the event gets under way.

*All power unit breather fluids may only vent to atmosphere and must pass through an orifice which is positioned rearward of the rear axle centre line and less than 400mm above the reference plane and less than 100mm from the car centre plane. No breather fluids may re-enter the power unit.

*The addition of any substance other than fuel into the air destined for combustion is forbidden. Exhaust gas recirculation is forbidden.

*Engine plenum...air temperature must be more than 10 degrees centigrade above ambient temperature. When assessing compliance, the temperature of the air will be the lap average recorded, by an FIA approved and sealed sensor located in an FIA approved location situated in the engine plenum, during every lap of the race.

[marmer]

"*The addition of any substance other than fuel into the air destined for combustion is forbidden. Exhaust gas recirculation is forbidden."

how would reintroducing the exhaust gas help with performance anyway. surly oxygen depleted air full of waste product and heat would aid in nothing if they are talking about it going back into the combustion camber
or am i missing something

[Jolle]

"*The addition of any substance other than fuel into the air destined for combustion is forbidden. Exhaust gas recirculation is forbidden."

how would reintroducing the exhaust gas help with performance anyway. surly oxygen depleted air full of waste product and heat would aid in nothing if they are talking about it going back into the combustion camber
or am i missing something

To get the very best out of every g of fuel. In a NA engine it’s getting enough air (O2) into the chamber is the trick, but with a turbo that’s not an issue. Not wasting any fuel is.

[Rodak]

To get the very best out of every g of fuel. In a NA engine it’s getting enough air (O2) into the chamber is the trick, but with a turbo that’s not an issue. Not wasting any fuel is.

Exactly. What a whole bunch of commenters here don't seem to understand, with comments about oxygenating fuel, etc, is that this formula is fuel limited, not air limited. With turbo-charging one can always get enough air. The trick is using the fuel most efficiently, especially with fuel flow constant above 10,500 rpm........

[kptaylor]

The new regs really make you wonder at the level of creativity used by teams last year that they're closing these loopholes!

[roon]

A fixed, recirculated volume of exhaust gas might be thought of as a reduction in engine displacement. Random thought: a 66cc volume inside the cylinder head consisting of one reduced-size exhaust runner and one reduced-size intake runner, supplying a quarter of the intake charge and receiving a quarter of the exhaust charge. What use might there be for a heated oxygen-depleted working fluid within the cycling? A thermal barrier protecting the CC walls, establishment of combustion-resistant volumes within the CC, etc.

[Moose]

The engine temperature rule makes me wonder if Mercedes' extra Qualifying power was something to do with pre-priming the car with super cooled fluid somewhere, and the reason it could only last a lap was to do with it being a consumable low temperature resource that brought intake temperatures way down below ambient.