WhiteBlue wrote:First of all, the question of the power profile doesn't really impact on the choice of the injection method IMO. Why should it if one of three methods is always more fuel efficient than the other two?
Second, I have given that some thought to profiles but I have not come to a conclusion. If we assume 80s for a representative F1 lap we should see 40s of full throttle. If we assume 12 s realistic breaking time per lap now we can perhaps expect that to rise to 15s in 2013.
This still leaves us with 25s of part throttle operation which needs a realistic average throttle and power figure. For ease of computation I would instinctively use 50% but from your post I have to assume that you would see that figure much higher.
I'm afraid we probably need some professional input here to go forward with confidence.
I did not comment on your choosen Injection method WB, only on the fact, that a reduction in average throttle angle over a lap, is not equal to more time at part throttle (for me part throttle means >10% <75%)
As for the rest:
This season's V8 engines are spending some ten per cent more time at full throttle around the high-speed Monza circuit compared to their V10 predecessors, BMW motorsport director Mario Theissen has revealed.
"With the V10 engines the full-throttle percentage was 67, with the less powerful V8 we recorded 77 percent during testing," Theissen explained. He went on to add that BMW is determined to boost its points tally in the final European race of the season.
http://www.gpupdate.net/en/f1-news/1288 ... -throttle/
o.k. it´s not F1, but a race engine non the less
We look at ~10% spend part throttle mode, not 20%
old F1 turbo Honad turbo engine
max efficiency at/o close to max. power:
Do you have any data/facts to support your 20s on part throttle claim WB?
Keep in mind that there is a slight statistical error in the transient region.
Best seen in the Audi data for 50%-75% and 75%-85% both accounted for with 1%.
To go from 0% to 100% and back to 0% throttle, you will have to pass the transient region twice, which will lead to a given percentage of time spend there, but it does not mean that the engine as actually operating in this area with any constant applied throttle angle.
At which A/F ratio does the engine produces it´s max. power?
If we agree (and maybe be don´t), that the primary purpose of a race car is to be a quick as possible, and therefore to spend as much time as possible at max. power, it should answer the question as what is the predominant load condition for a /successful) race car/engine. - IMHO
In a fuel flow formula, you would want to use the max. allowed fuel flow all the time, either to drive your car or if you can´t make use of all the power, due to beeing traction limited, charge your KERS batteries and then make use of the extra power, when you are not traction limited.