F1 will see a complete change in engine regulations in 2014, and we're having a closer look at what that means exactly
No, connection would be by twin scroll, which is common technology nowadays in production engines. Fuel consumption is measured by an FiA homologated sensor. Fuel will be actuated by high pressure direct injection mainly with up to 500 bar. A small amount of fuel (25%) can be delivered by port injection if the engine is below 8333 rpm. Fuel flow is limited to 27.8 g/s between 10,500 and 15,000 rpm. There is a reduction of fuel flow below 10,500 rpm.jamsbong wrote:So the 2014 v6 will have a single turbo? Wouldn't it be tricky to connect them?
I agree that the sound pose a statement. Ferrari road cars, the Lexus LFA, carrera GT all had fantastic sound because their exhaust are tuned.
How is the fuel consumption governed?
There is no problem with legality but I doubt that this would be the most effective packaging solution. I will assume for the time being that inter coolers will be in the side pots where they have space that is needed for an optimal body shape anyway.Blackout wrote:Would it be possible to place the intercooler just above the engine/between cylinder heads so it can be fed via an inlet placed in the roll hoop ?. In this case, the roll hoop would feature two channels that feed the turbo and the intercooler...
Yes.Tommy Cookers wrote:is there an informed/current view on the 2014 gearbox/transmission rules ?
[...]
Code: Select all
ARTICLE 9 : TRANSMISSION SYSTEM
9.1 Transmission types :
No transmission system may permit more than two wheels to be driven.
9.2 Clutch control :
The following applies only to the main drivetrain clutch or clutches, any clutch used exclusively as part of a KERS is exempt.
9.2.1 If multiple clutch operating devices are used, they must all have the same mechanical travel characteristics and be mapped identically.
9.2.2 Designs which allow specific points along the travel range of the clutch operating device to be identified by the driver or assist him to hold a position are not permitted.
9.2.3 The minimum and maximum travel positions of the clutch operating device must correspond to the clutch fully engaged normal rest position and fully disengaged (incapable of transmitting any useable torque) positions respectively.
9.2.4 Designs or systems which in addition to typical inherent hydraulic and mechanical properties are designed to, or have the effect of, adjusting or otherwise influencing the amount, or rate, of engagement being demanded by the FIA ECU, are not permitted.
9.3 Traction control :
No car may be equipped with a system or device which is capable of preventing the driven wheels from spinning under power or of compensating for excessive torque demand by the driver.
Any device or system which notifies the driver of the onset of wheel spin is not permitted.
9.4 Clutch disengagement :
All cars must be fitted with a means of disengaging the clutch for a minimum of fifteen minutes in the event of the car coming to rest with the engine stopped. This system must be in working order throughout the Event even if the main hydraulic, pneumatic or electrical systems on the car have failed. This system must also disconnect any KERS system fitted to the car.
In order that the driver or a marshal may activate the system in less than five seconds, the
switch or button which operates it must :
- Face upwards and be recessed into the top of the survival cell no more than 150mm from the car centre line.
- Be designed in order that a marshal is unable to accidentally re-engage the clutch.
- Be less than 150mm from the front of the cockpit opening.
- Be marked with a letter "N" in red inside a white circle of at least 50mm diameter with a red edge.
9.5 Gearboxes :
9.5.1 A gearbox is defined as all the parts in the drive line which transfer torque from the engine crankshaft to the drive shafts (the drive shafts being defined as those components which transfer drive torque from the sprung mass to the un-sprung mass). It includes all components whose primary purpose is for the transmission of power or mechanical selection of gears, bearings associated with these components and the casing in which they are housed.
9.5.2 In this context the following parts are not considered part of the gearbox and may be changed without incurring a penalty under the F1 Sporting Regulations. If changing any of these parts involves breaking an FIA applied seal this may be done but must be carried out under FIA supervision :
- The clutch assembly and any shaft connecting the clutch to the crankshaft or first motion shaft of the gearbox, provided this is located prior to any mechanical speed reduction from the engine.
- The clutch actuator and clutch release bearing(s).
- Inboard driveshaft joints and seals but not their housing if that housing is integral with the gearbox output shaft and therefore part of the sprung mass.
- The hydraulic system prior to the point at which it produces direct mechanical movement of the gear selection mechanism by means of hydraulic actuator(s).
- Oil, oil pumps, oil filters, oil seals, oil coolers and any associated hoses or pipes.
- Electrical sensors, actuators, servo valves and wiring.
- Any parts associated with the suspension or functioning of the sprung suspension that are attached to the gearbox casing.
- The rear impact structure provided it can be separated from any gearbox casing.
- Any other component mounted to the casing whose primary purpose is unconnected with the transmission of power or selection of gears.
9.6 Gear ratios :
9.6.1 The number of forward gear ratios must be 8.
9.6.2 Each competitor must nominate the forward gear ratios (calculated from engine crankshaft to drive shafts) to be employed within their gearbox. These nominations must be declared to the FIA technical delegate at or before the first Event of the Championship. For 2014 only, a competitor may re-nominate these ratios once within the Championship season, in which case the original nomination becomes immediately void. Ratio re-nominations must be declared as a set and may only be effected by the substitution of change gears.
9.6.3 No forward gear ratio pair may be :
- Less than 12mm wide when measured across the gear tooth at the root diameter or any point 1mm above or below the root diameter. Above this area each side of the gear teeth may be chamfered by a maximum of 10°. In addition, a chamfer or radius not exceeding 2.0mm may be applied to the sides and the tip of the teeth.
- Less than 85mm between centres.
- Less than 600g in weight (excluding any integral shaft or collar). If an integral shaft or collar is to be excluded the mass of this may be shown by calculation assuming the gear to be 12mm wide and the shaft geometry to be the same as that where slide on gears are used.
9.6.4 Gear ratios must be made from steel.
9.6.5 Continuously variable transmission systems are not permitted to transmit the power of the
power unit defined in Article 5.1.
9.7 Reverse gear :
All cars must be able to be driven in reverse by the driver at any time during the Event.
9.8 Torque transfer systems :
9.8.1 Any system or device the design of which is capable of transferring or diverting torque from a slower to a faster rotating wheel is not permitted.
9.8.2 Any device which is capable of transferring torque between the principal axes of rotation of the two front wheels is prohibited
I believe to have read somewhere that hot-vee isnt allowed (exhaust in the middle of the V).jamsbong wrote:Regarding the turbo and intercooler placement. I think it will be similar to the Le Man's TDI engines. or the latest M5 engine.
http://blog.roadandtrack.com/latest-aud ... -the-road/
From that page you can see the exhaust goes to the centre of the engine. This creates the shortest route from combustion to turbo. Thus minimising turbo lag. If you ever driven a car with turbo-lag, you'll know it is terrible. In the (WRC) Group-B days, drivers would overlap the throttle application and brake. i.e. they would brake while still keeping the throttle full-on in order not to loose the turbo pressure. Then let go of the brakes and the car launches out of the corner. Definitely a pain for the braking system. haha.
The intercoolers will be large. Thus they should be placed on either side of the engine like where the radiators currently are (in F1 car).
Good question. As well as some other questions like: why turbocharger axis has to be parallel to the crankshaft? Why the V angle is fixed at 90 deg? Why they fixed the bore of the cylinder? And probably some others too. I really don't know.jamsbong wrote:I see. Why hot vee is not allowed?
It's my belief that the 2014 engine regulations are written to force a common design lump, so that engines can be changed (year to year) if teams decide to do so. The mounting points are also standard, and by forcing this "commonality" it opens up the possibility that any team can change engines with less chassis design changes, allowing engine manufacturers to enter the Formula One engine supplier ranks.piast9 wrote:Good question. As well as some other questions like: why turbocharger axis has to be parallel to the crankshaft? Why the V angle is fixed at 90 deg? Why they fixed the bore of the cylinder? And probably some others too. I really don't know.jamsbong wrote:I see. Why hot vee is not allowed?
Very much my thoughts as wellallowing engine manufacturers to enter the Formula One engine supplier ranks.
