roon wrote: ↑09 Jul 2018, 19:32
atanatizante wrote: ↑09 Jul 2018, 19:09
I don`t know if that`s an old topic or the right thread in order to get some advised answer regarding what Nico Rosberg said about Ferrari have found in their ERS area but I`ll give it a go ...
This is the first part
https://streamable.com/hg6gd
And here he elaborates further on:
https://streamable.com/vh89e
From my understanding he speaks something about MGU-H, right? We knew that is allowed to have maximum 120kw/160hp for only 33 sec. and that`s 4MJ from which the only 2MJ could be provided from MGU-K. Nowhere said that they aren`t allowed to deploy 159HP for the rest of the time, isn`t it? Just to have the appropriate MGU-H in order to let them have that amount of power … so that`s it? Do they have a better “H”?
4MJ maximum per lap from ES to MGUK.
Unlimited MJ per lap from MGUH to MGUK.
MGUK delivery capped at 120kW/160hp at all times.
What he's implying is that their MGUK can deliver its max output of 120kW/160hp at all times during a lap. Implicit in the suggestion is that other teams can't sustain their MGUK in the same way, either using them less often or at a lower output.
Put more simply:
Ferrari: ICE output + 160hp constant
Other teams: ICE output + 160hp or less, intermittently
His claims about the Ferrari unit operating at a 'higher pressure' could indicate greater mass flow through the engine, implying Ferrari are able to run higher air-fuel ratios and more efficiently operate their compressor and turbine. That's how you could get beyond 4 MJ per lap delivered to the K.
There are no power limits for the MGUH. It could be 500hp for all we know. Correct me if I'm wrong. A greater-than-MGUK-output MGUH combined with sufficient ICE performance could keep the K sustained on its own, without resorting to Honda's ES>H>K type energy flow path.
Making more ICE power seems like it would go hand in hand with designing a bigger H capable of sustaining the K full time. As ICE output increases, max K run time increases. That could be the current development situation and could explain Ferrari's lead. Beyond this HP gains will be from the ICE only. Which might explain the interest in dropping the H in 2020. All the knowledge gained since 2014 will allow continued DI turbo ICE efficiency development, without the complexity, cost, and weight of compounding. Because there was going to be a point where ICE gains were going to surpass the development potential of the as-regulated electrical turbo-compounding.
P.S. I can't vouch for the truthfulness of the statements made in the video.
If I`m not wrong, from the above diagram, my understanding is that 4MJ is the max. amount of energy that could be deployed per lap
just from ES through MGU-K to the drivetrain. But what is more important is to notice is the energy coming from MGU-H to MGU-K which is unlimited ...
So I could see 3 scenarios:
Ferrari : ICE output + >160hp (33sec. just 160HP)
Mercedes : ICE output + 160hp constant
Other teams: ICE output + 160hp or less, intermittently
And is worth to mention that those above figures are PU max. outputs that could be used only for that special Q3 mode or special moments like overtaking or restarts ...