Ferrari Power Unit Hardware & Software

[saviour stivala]

Putting aside the level of deployment/harvesting/ice power level selectable from on the steering wheel by the driver. There are two possible levels of maximum power outputs from the power unit. The first one is actual race configuration maximum power output which is the product of the ICE + ERS-K power (the ERS-K power of which is limited by the rules), this race mode maximum power output is the most efficient but is not the maximum power output possible. The second maximum power output of which is the maximum possible is the product of ICE + ERS-H + ERS-K, at the first year of the power unit development this maximum possible power mode (free load mode) was estimated to add between 25 and 35 BHP. But although it is the fastest way around a lap it is the least efficient, this free load mode was in the past mostly only used in qualifying and only with strict permission from the pit wall during the race by those that their reliability permitted.

[dren]

I wonder if there is a way to utilize engine ancillaries for power gain since they are unlimited in energy draw from the ES.

[MtthsMlw]

Leclerc said that Haas and Sauber are getting fresh spec 2 PUs - the same Ferrari is using - but with new engine mapping which Ferrari uses since Austria.
Source

That explains why up until now it was only Ferrari who showed the performance boost. I don't understand why Sauber and Haas weren't using the engine mapping before - I mean Ferrari has to provide it to them.
Will be interesting to see what Ferrari does in Spa. Will there even be a spec 3 PU?
It looks to me that spec 2 wasn't only a part of the upgrade they planned for quite some time now but the full thing.

[saviour stivala]

The 2018 FERRARI 062 power unit progress was evidenced by all six FERRARI powered cars from start of pre-season testing.
It is said that FERRARI first 2018 power unit version at start of season was 062-1 while the second version which is in use up to now just before the start of Hungarian FP1 is 062-2.
In Spain Kimi Raikkonen took his number 2 power unit. At this point in time before Hungarian FP1 this power unit is 7 races old.
In Monaco both Sauber and Haas cars took power unit number 2. At this point in time before Hungarian FP1 these 4 power units are 6 races old.
In Canada Vettel took his number 2 power unit, at this point in time before Hungarian FP1 this power unit is 5 races old.

[senja]

No way!!!!

What if the gains Ferrari have made with spec2 are only possible for the customer teams with the spec3?

Other theory; What if there are concerns that whatever they might be doing (exploiting something), might at some point be closed and therefore they are rushing out a spec3 so that whatever happens, they'll be free to use this spec as it will be homologated by that spec already in use by customer teams?

Other theory makes sense. It would be the same stunt Merc pulled last season, to introduce the last oilburner engine before the loophole was closed, to run it as far into the season finale as possible.

They are not rushing anything. They do same thing with spec2. Sauber and Haas got it in Monaco, then Ferrari in Canada. They need spec3 for Spa and Monza, and they will get it there. They will still use spec2 on slower tracks, but spec3 is most important for next two tracks. Probably others will also introduce new spec for Spa.

[JasonF1]

Someone has posted this on reddit:

The engine rules say:

A maximum of 4MJ per lap can be used from the battery per lap by the MGU K

A maximum of 2MJ per lap can be harvested from the MGU K to the battery.

A unlimited amount of energy may be harvested by the MGU H.

The MGU K can only use 4 MJ per lap from the battery, but it does not prohibit direct transfer from harvest from the H to the K, so you can get around the max 4 MJ per lap on the K this way.

The MGU H does not provide any real torque to the drivetrain, all it does is spool up the turbo faster to eliminate it's natural lag.

These turbo's the teams have might very well run perfectly enough pressure for the allowed fuel mixture at around 75000 rpm depending on the size, weight and inertia of the turbo, sofor max ICE efficiency going any higher would be useless, since you are not allowed to use more fuel for the extra air higher RPM's of the turbo's would entail. So what if you placed a blow off valve before the plenum that would control the exact amount of pressure you want for the fuel allowance you have, this would allow the turbo and thus the mgu h to spool up to it's maximum 125000 rpm allowed.

So the car gets 2 MJ per lap back from the MGU K. So per lap it generates 50% of it's allowed use from the battery That leaves 2 MJ extra it can take from the battery gathered by the MGU H. But after these 2 MJs it's pointless to put more energy in the battery from the MGU H. So what if Ferrari figured lets bypass the battery and feed the extra energy we get by running the turbo/mgu H this much faster then it's optimum ICE window and feed that extra energy straight back into the MGU K, which bypasses the 4 MJ limit.

So if this is what they are doing now then we're likely to see a massive rush by the teams to oversized turbos with massive mass in them to get as high an inertia and potential energy in the MGUH/TURBO shaft.

This would also explain the very high pitched Ferrari downshifts in qualifying mode, it sounds like the turbo has lots of overspeed and the blow off valve is wide open. I think Ferrari has a massive turbo in mass and thats whats doing it for them.

I mean, just the sound difference between the two, here is Ham's pole lap in Paul Ricard https://www.youtube.com/watch?v=8D_uhuf3UkI

Vettels pole lap in Germany: https://www.youtube.com/watch?v=Bs_LIBPTAdg

You can just hear the massive turbo sound in the Ferrari all the way through the gears and on downshifts compared to the Mercedes.

This also explains the Ferrari smoke machine on start up, to run things at 50k rpm more then others would require alot thinner oil, and alot more of it. Especially to prime it before start up.

What do you guys think?

Credit: Analpractices on reddit.

[saviour stivala]

Possibilities pushed forward as regards the FERRARI speed advantage.
Rear wing including exhaust blowing possibilities: rear wings position and size (have to fit in a box) regulated by rules.
Rear wing exhaust blowing possibilities: exhaust turbine scroll tailpipe and waste gates tailpipes position as well as angle of blowing are regulated by rules.
Fuel and oil: fuel flow/pressure/temperature are regulated by rules. Oil use and consumption are regulated by rules.
ERS deployment and harvesting to and from crankshaft only possible by ERS-K, everything that goes in or out of ERS-K (to and from crankshaft) is limited and measured as per rules, as to what’s possible refer to and read (MGU-H trickery 31 July 2016 23:41 post).
ES/battery: installed position, physical size, capacity as to charge/discharge are regulated, anything in and out is limited and measured by the rules.
All cars on the grid have to comply with all the above rules and regulations. The FIA have the capability and means to police all the above rules and regulations.
Nico Rosberg comment about FERRARI ERS deployment he claimed inside information by a FERRARI friend.

[roon]

Regarding the sounds in the video keep in mind each team has their FOM microphone positioned in a location of their choice. Merc's is probably in the sidepod near the radiator. Ferrari's sounds like it's in or on the transmission housing which might explain the sound of the final drive gear which people (incl. myself) are/were mistaking as compressor whine.

[saviour stivala]

FERRARI is now in a position, made possible by acquired improved reliability, better fuel consumption and better harvesting to be able to operate in free load mode on every lap on all straights for lap after lap of the race and not only in qualifying and by strict permission from pit wall during the race.

[siskue2005]

FERRARI is now in a position, made possible by acquired improved reliability, better fuel consumption and better harvesting to be able to operate in free load mode on every lap on all straights for lap after lap of the race and not only in qualifying and by strict permission from pit wall during the race.

That is not possible according to the current rules and restrictions

[turbof1]

FERRARI is now in a position, made possible by acquired improved reliability, better fuel consumption and better harvesting to be able to operate in free load mode on every lap on all straights for lap after lap of the race and not only in qualifying and by strict permission from pit wall during the race.

That is not possible according to the current rules and restrictions

Can you clarify by bringing up the appropiate regulations? Not saying you are wrong, but this is technical thread where it is expected to be a bit more than just "that's not possible".

[MtthsMlw]

Someone has posted this on reddit:

The engine rules say:

A maximum of 4MJ per lap can be used from the battery per lap by the MGU K

A maximum of 2MJ per lap can be harvested from the MGU K to the battery.

A unlimited amount of energy may be harvested by the MGU H.

The MGU K can only use 4 MJ per lap from the battery, but it does not prohibit direct transfer from harvest from the H to the K, so you can get around the max 4 MJ per lap on the K this way.

The MGU H does not provide any real torque to the drivetrain, all it does is spool up the turbo faster to eliminate it's natural lag.

These turbo's the teams have might very well run perfectly enough pressure for the allowed fuel mixture at around 75000 rpm depending on the size, weight and inertia of the turbo, sofor max ICE efficiency going any higher would be useless, since you are not allowed to use more fuel for the extra air higher RPM's of the turbo's would entail. So what if you placed a blow off valve before the plenum that would control the exact amount of pressure you want for the fuel allowance you have, this would allow the turbo and thus the mgu h to spool up to it's maximum 125000 rpm allowed.

So the car gets 2 MJ per lap back from the MGU K. So per lap it generates 50% of it's allowed use from the battery That leaves 2 MJ extra it can take from the battery gathered by the MGU H. But after these 2 MJs it's pointless to put more energy in the battery from the MGU H. So what if Ferrari figured lets bypass the battery and feed the extra energy we get by running the turbo/mgu H this much faster then it's optimum ICE window and feed that extra energy straight back into the MGU K, which bypasses the 4 MJ limit.

So if this is what they are doing now then we're likely to see a massive rush by the teams to oversized turbos with massive mass in them to get as high an inertia and potential energy in the MGUH/TURBO shaft.

That's not new, it's known and understood by anyone that you can put as much energy as you want from MGU-H to MGU-K and this doesn't explain why the peak performance is increased. 120kw limit on the MGU-K. You can however operate longer on this limit if you can provide more energy than anyone else.

[siskue2005]

FERRARI is now in a position, made possible by acquired improved reliability, better fuel consumption and better harvesting to be able to operate in free load mode on every lap on all straights for lap after lap of the race and not only in qualifying and by strict permission from pit wall during the race.

That is not possible according to the current rules and restrictions

Can you clarify by bringing up the appropiate regulations? Not saying you are wrong, but this is technical thread where it is expected to be a bit more than just "that's not possible".

The K only allows 2MJ to be transferred to ES....it will be difficult to even harvest 1 MJ per lap ....then how can free load mod aka 4 MJ full power harvesting can be done every single lap of a race and also deploying them completely every single lap of a race on every straights?

[saviour stivala]

FERRARI is now in a position, made possible by acquired improved reliability, better fuel consumption and better harvesting to be able to operate in free load mode on every lap on all straights for lap after lap of the race and not only in qualifying and by strict permission from pit wall during the race.

That is not possible according to the current rules and restrictions

Can you clarify by bringing up the appropiate regulations? Not saying you are wrong, but this is technical thread where it is expected to be a bit more than just "that's not possible".

Thanks, you was faster than me, waiting now like you.

[saviour stivala]

Someone has posted this on reddit:

The engine rules say:

A maximum of 4MJ per lap can be used from the battery per lap by the MGU K

A maximum of 2MJ per lap can be harvested from the MGU K to the battery.

A unlimited amount of energy may be harvested by the MGU H.

The MGU K can only use 4 MJ per lap from the battery, but it does not prohibit direct transfer from harvest from the H to the K, so you can get around the max 4 MJ per lap on the K this way.

The MGU H does not provide any real torque to the drivetrain, all it does is spool up the turbo faster to eliminate it's natural lag.

These turbo's the teams have might very well run perfectly enough pressure for the allowed fuel mixture at around 75000 rpm depending on the size, weight and inertia of the turbo, sofor max ICE efficiency going any higher would be useless, since you are not allowed to use more fuel for the extra air higher RPM's of the turbo's would entail. So what if you placed a blow off valve before the plenum that would control the exact amount of pressure you want for the fuel allowance you have, this would allow the turbo and thus the mgu h to spool up to it's maximum 125000 rpm allowed.

So the car gets 2 MJ per lap back from the MGU K. So per lap it generates 50% of it's allowed use from the battery That leaves 2 MJ extra it can take from the battery gathered by the MGU H. But after these 2 MJs it's pointless to put more energy in the battery from the MGU H. So what if Ferrari figured lets bypass the battery and feed the extra energy we get by running the turbo/mgu H this much faster then it's optimum ICE window and feed that extra energy straight back into the MGU K, which bypasses the 4 MJ limit.

So if this is what they are doing now then we're likely to see a massive rush by the teams to oversized turbos with massive mass in them to get as high an inertia and potential energy in the MGUH/TURBO shaft.

That's not new, it's known and understood by anyone that you can put as much energy as you want from MGU-H to MGU-K and this doesn't explain why the peak performance is increased. 120kw limit on the MGU-K. You can however operate longer on this limit if you can provide more energy than anyone else.

What goes from ERS-K to crankshaft is limited as per the rules no matter were it is coming from, also measured as well as recorded in data logger of which FIA have access at all time. any attempt at bypassing what goes from ERS-K to crankshaft meassurment will be on the wrong side of the rules.