2014-2020 Formula One 1.6l V6 turbo engine formula

[xpensive]

Do I have to spell it out in esperanto, the power thoughput will be the same but the reduction far less, thus less losses.

[Holm86]

Scarbs mentioned that the MGU-H would help brake the engine. I think he's got the wrong idea there. He made it sound like the MGU-H would only charge the batteries during braking. He didn't mention the use of the MGU-H to control the boost.

EDIT: Scarbs also saying that front wing will be 1.5 cm smaller on each side. That's wrong. Isn't it 15 cm total reduction giving 7.5 cm smaller on each side?

[Holm86]

I fail should why oil-temperatures should be higher in an 12 kRpm V6 than in an 18 kRpm V8, unless you want it to in order to increase efficiency of the cooler by boosting the delta T between oil and air, thus reducing the size of the cooler.

This is what Renault did in the 90s with their V10, allowing it to run hotter to get the water temperature up so Williams, read Adrian Newey, could design the cars with smaller radiators and thus more aerodynamically efficient.

The turbo will be oil cooled. And that will heat up the oil a lot more than a N/A engine.

[wuzak]

If they could get the coolant to run at 100 degrees C they would. They simply want to have a lower delta T through the radiators so as to have them as small as possible.

I'm pretty sure they already run coolant temperatures over 100°C.

They do this by pressurising the coolant system. Kinda like what is done in road cars.

When I first read your statement about delta T I think I misread it. You say lower the delta T, which means, I guess, the coolant inlet and outlet temps in the cooler. The delta T that matters for heat transfer is source to sink, and the greater the better.

Also, coolant flow rate is a consideration in heat transfer.

FWIW, in the '30s the USAAC engineering division developed the "hyper" cylinder, with a goal of 1hp/ci and 1hp/lb. It was liquid cooled and was to use a coolant temperature of 300F (~150C), but they found that this cause more heat to be rejected in the oil, so the reduction in size for the coolant radiator (and thus its drag) was offset by the increase in size of the oil radiator.

[pgfpro]

Scarbs mentioned that the MGU-H would help brake the engine. I think he's got the wrong idea there. He made it sound like the MGU-H would only charge the batteries during braking. He didn't mention the use of the MGU-H to control the boost.

I thought that was a little strange also?

[wuzak]

Scarbs mentioned that the MGU-H would help brake the engine. I think he's got the wrong idea there. He made it sound like the MGU-H would only charge the batteries during braking. He didn't mention the use of the MGU-H to control the boost.

I thought that was a little strange also?

Maybe confused MGUH with MGUK?

[Holm86]

Scarbs mentioned that the MGU-H would help brake the engine. I think he's got the wrong idea there. He made it sound like the MGU-H would only charge the batteries during braking. He didn't mention the use of the MGU-H to control the boost.

I thought that was a little strange also?

Maybe confused MGUH with MGUK?

No. Because he said that the turbo would help brake the engine. Which he also said sounded a bit strange to have the turbo braking the engine. To me it does not make any sense.

[djos]

No. Because he said that the turbo would help brake the engine. Which he also said sounded a bit strange to have the turbo braking the engine. To me it does not make any sense.

Compression braking perhaps like a truck?

[bhall]

There's a difference between the MGUH and the turbine itself, and it's far from given that teams will use the MGUH to control boost; some of us still think a relatively simple wastegate is the obvious solution. Otherwise, the connection between the MGUH and the turbine will be clutched (5.2.4), meaning the turbine can "spin freely," which it will after it's been spooled up by the MGUH under acceleration and before the MGUH applies back pressure under braking.

EDIT: djos beat me to it.

[Holm86]

No. Because he said that the turbo would help brake the engine. Which he also said sounded a bit strange to have the turbo braking the engine. To me it does not make any sense.

Compression braking perhaps like a truck?

But that would imply the turbo creating boost. This would take energy from battery and not charge it. And that would be rather pointless IMO as you have the MGU-K to create sufficient engine braking when harvesting energy.

I just think he is a bit off with his thoughts on this.

[Holm86]

There's a difference between the MGUH and the turbine itself, and it's far from given that teams will use the MGUH to control boost; some of us still think a relatively simple wastegate is the obvious solution. Otherwise, the connection between the MGUH and the turbine will be clutched (5.2.4), meaning the turbine can "spin freely," which it will after it's been spooled up by the MGUH under acceleration and before the MGUH applies back pressure under braking.

EDIT: djos beat me to it.

Anything on the new engines is far from given. Except the mandatory bits.

But I really don't see why they would use a wastegate. Except for safety reasons. Wastegate is totally waste of energy.

[djos]

Doesn't compression braking work by restricting exhaust flow off throttle?

If so then perhaps the turbo can be "braked" by the mguh generator acting in reverse as a motor?

I'm no engineer, just making assumptions based on very limited experience.

[Holm86]

Doesn't compression braking work by restricting exhaust flow off throttle?

If so then perhaps the turbo can be "braked" by the mguh generator acting in reverse as a motor?

I'm no engineer, just making assumptions based on very limited experience.

No. This is compression braking : http://en.wikipedia.org/wiki/Compressio ... gine_brake

And I'm pretty sure this is not legal.

Other than that I cant see why restricting exhaust flow would cause much engine braking. Especially not by stopping the turbine or in your idea driving the turbine the wrong way round. And using the MGU-H as a motor uses energy. Doesn't create it.

[djos]

Yep I know how a normal exhaust brake works using the valves but surely a similar effect can be achieved using the turbo?

[djos]

Any generator can be a motor, just operate it in reverse buy supplying current.