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Contrary to what many of us believed it seems the KERS equipped cars (Ferrari, McLaren & Heidfeld) are not using the boost for the duration of longest straights but in small increments off of the corners. Did anyone observe different?
Any insights to that? Is this strategy track specific(since Aus doesnt really have a super long straight)?
Did anyone notice anything different with the car's behavior while utilizing KERS? other than the little battery symbol when on the on board shot.
I am of the same opinion. From what I have seen, the drivers only activate KERS when exiting corners once the traction was established. Additionally, if what I see from Kimi's display during Q2, cars are rationed their alloted amount of KERS energy at the start of each lap, on the start/finish line. If so, then the drivers would use the KERS in short bursts each lap. The KERS charging system would always replenish the energy storage devices to 100% at each braking opportunity. And the KERS control system would monitor how much is available per lap session, and distribute it according to the situation. For instance, near the end of a lap the driver may have used up his ration for that lap. But the KERS control system would be aware of that, and not deliver anything if asked, even though the storage devices would be at 100% capacity. This is all, of course, assumptions, but to me, the way they are going.
So if the storage devices would always be topped up at each opportunity, then it's reasonable to question their capacity. Maybe they aren't as large as first assumed. They don't have to be able to contain the entire 400 Kj, maybe half that. Smaller batteries or not as many flywheels. They would still have to deliver lots of amps when asked, so to me these are very interesting batteries.
I think that KERS is presently unsuitable to be used in one long push, as in the case of a very long straight. Instead, the KERS will be used to suppliment acceleration out of corners where it can be used. That should lower average lap time, yet not really have the ability to give some kind of overdive where a drive could just plain speed by another on sheer speed. It will be used to harry a car in front, and jump on any slight mistake. That's where KERS is going to have an impact. Setting up a pass, and taking opportunity of whatever occurs.
There's another KERS related subject, the increased pilot workload. To use this system, the driver has to press a button whenever he wants that extra kick. The driver is already having to deal with many things already. Not only driving the car, but adjusting brake bias, differential, and others. The drivers who are comfortable doing all this multitasking workload will be the drivers who consistently succeed.
Racing should be decided on the track, not the court room.
Not sure if it's been mentioned, but i wonder if there are further restrictions on its usage during quali. It seems to me that they can actually use it twice per lap, first to gather more speed down the straight just before starting the lap, and then during the lap itself
alelanza wrote:Not sure if it's been mentioned, but i wonder if there are further restrictions on its usage during quali. It seems to me that they can actually use it twice per lap, first to gather more speed down the straight just before starting the lap, and then during the lap itself
You can press the button as many time as you want, but KERS will only deploy for 6.67 secs per lap... it is the same in qual as in race.
Last edited by ISLAMATRON on 28 Mar 2009, 22:22, edited 1 time in total.
There weren't enough on-board shots to really tell. KERS usage will probably be track specific and also tactical. Albert Park has medium speed corners where traction on the exit is good and the track has no super long straight.
However in a passing situation I think KERS will still be used on the main straight. A burst on the exit from corner 16 to ensure the following car is close to the leading car and then a full burst on the exit from corner 2 into the braking/passing zone at corner 3.
I hope to see more in car telemetry during the race!
ben_watkins wrote:I tend to agree with Jordan that there hasn't been any benefit for the KERS equiped cars & it's an expensive technology.
If there was no benefit then neither Ferrari nor Mclaren would have it on their cars... without it they would probably be even further behind the super diffuser cars.
And in regards to to its cost, it costs about the same as the teams were spending on engine improvements during the "engine freeze" and provides twice as much instantaneous power, although limited by regulation to 6.67 secs per lap. All without using any additional fuel. Cheaper than the engine upgrades while developing new technology, rather than just upgrading old tech. It also costs significantly less than the seamless shift gearboxes.
Yes it costs money when teams have less & less but, it has been more than paid for by the engine freeze rule alone, not even accounting for the savings from longer life engines.
Another little thing that hasn't been mentioned..
If a driver spins or goes onto the grass, KERS would help them get back up to full speed quicker, that could save a driver a lot of laptime.
Also, maybe by using the KERS in small amounts, the top speed reached isn't changed too much, so braking zones etc remain similar, might help the driver?
DaveKillens wrote:I think that KERS is presently unsuitable to be used in one long push, as in the case of a very long straight.
Care to elaborate on why you have this view? Would the battery capacity needed for 1 long 6.67sec push of KERS be unacceptably heavy? So instead they use less batteries but in shorter bursts more often?
timbo wrote:I think that the wisest use for KERS would be at speeds where the cars are most efficient, and it is quite clear that it's not their max speed.
I would tend to disagree, I would think the wisest use of KERS is when the engine cannot provide enuff power for maximum acceleration, which is near top speed. Thus augmenting the engine with KERS power increases acceleration whereas at lower speeds acceleration is traction limited and not power limited.
ISLAMATRON wrote:I would tend to disagree, I would think the wisest use of KERS is when the engine cannot provide enuff power for maximum acceleration, which is near top speed.
This is far from top speed. For F1 car acceleration starts to decrease at around 150-200 kph I guess. This is where KERS is most useful.
Thus augmenting the engine with KERS power increases acceleration whereas at lower speeds acceleration is traction limited and not power limited.
Yes, at lowest speeds KERS is of little use. But at around top speed every kph is gained with increased expenses as drag is proportional to the v^2.
It is better to use KERS at medium speed acceleration and hit maximum speed earlier and stay at it for a longer time.
Thats actually what I meant but said it poorly.. hit the KERS as soon as acceration is no longer traction limited(medium speed). But I was thinking they would keep on it, but you provide a more logical argument as to the short bursts rather then holding the button down in 1 long burst.
DaveKillens wrote:I think that KERS is presently unsuitable to be used in one long push, as in the case of a very long straight.
Care to elaborate on why you have this view? Would the battery capacity needed for 1 long 6.67sec push of KERS be unacceptably heavy? So instead they use less batteries but in shorter bursts more often?
I just don't think the engineers designed and built in the total capacity. I'm sure that when KERS was first introduced, countless simulations were run to determine how this technology was to be utilized. It's my opinion it was determined that using the KERS acceleration for one long push, as in the scenario of a pass down a long straight, is most likely needed once or twice during the race. But by using smaller storage devices then the system could only deliver short bursts, but one, two, three, or more times a lap. But it would do it every lap. Smaller KERS energy storage devices to provide a weight reduction in the system would allow improved performance, to allow the driver increased ability to harass the car in front, in anticipation of executing a pass. And he would be doing it all the time, constantly harassing, instead of having to do it just once each lap. Imagine if the attacking car was on the strategy of using KERS just once a lap? The driver in front would be aware of this restriction in strategy, and most likely able to defend in a position and scenario that is anticipated. Hey, he's only going to be able to attack me coming out of corner X, and try to boost past me along straight Y. As a defending driver I'd rather face that predictable scenario rather having to face constant harassment multiple times each and every lap. And if I was the car in front defending, and my KERS system and strategy was to set up for that one long push, then I would have this car behind me climbing all over my back. That would be a nightmare. If I survived 90% of the track and managed to make it onto the long straight to make my KERS get me ahead of the car behind, that would be the only breathing space I would have, because the "short-push" KERS car would come charging back and be poised to mount a violent attack on me if I slipped the slightest bit exiting a corner.
Racecraft, what situation do you want to be in? I'm sure driver input and simulations confirms that a car doing just one push per lap is at a terrible disadvantage against one doing multiple pushes per lap.
Racing should be decided on the track, not the court room.
