- Login or Register
No account yet? Sign up
The KERS system sounds simple, however the devil is in the detail as always. Heat management and getting it to operate/cycle correctly is the hard part. It is something that should be both legal (as the KERS systems are not mandated in design only input/output parameters) and eminently doable.The Driver wrote:I absolutely agree that Red Bull have found "something" - but that may just be a combination of various smaller pieces working together. I think the KERS theory is good but it sounds so simple that I must assume that every team would be using it.
Vettel and his car were just so far removed from the rest of the field including Webber. Watching him live the way it moved and put down the power it looked like a point and shoot affair over the way the others were working in the car. Aside from the sound difference, Vettel just seemed to have such an easy work load in the car every time he went past, he simply had a car underneath hm that was a generation ahead of everyone else.The Driver wrote:I just had a look at some live timings of previous races. You were right that Rosberg was not under enormous pressure in Singapore from Alonso at the start as the gap staid constantly above 1 second. However, looking at some other races, Mercedes always seem to be a bit slow when heavy with fuel. So I still don't think that those initial laps are as representative.
Code: Select all
News mode onHi Kiril,
the cylinder cut as power trim to deliver power is allowed form the early release of the standard ECU.
The number of cylinder cutted as well the maximum throttle opening is regulated by FIA.
For example, you can deliver exactly the same torque with 8 cylinder at 20% throttle opening as with 4 cylinders with 40% throttle opening (the exact throttle equivalence is not a matter).
In the second case there will be more exhaust flow giving little more downforce and causing less exhaust flow variation ensuring better car stability on corner exit. Additionally, the torque will be more rough or irregular with the possible advantage to generate more rear tyre grip (this is a similar concept of the rear tyre of the motorcross byke feeded by a single cylinder engine with huge torque irregularity that cause the rear tyre to achieve a good grip on the terrain... One of the reasons because you can't see motorcross bikes with more than one cylinder...).
That could be the origin of the unusual noise. It might be not this case but also consider that running on some kerbs could generate a similar noise.
If that is true then we have stop looking in that area for a possible RB advantage; all teams will probably use that.the cylinder cut as power trim to deliver power is allowed form the early release of the standard ECU.
You would rather want 4 cyl at 40% throttle than 8 cyl at 20% throttle for more gas flow. With throttle at 40% you get much more air through the engine. And you still inject fuel into the 4 cylinders that dosnt fire. You just dont ignite it. So it ignites in the exhaust.Tommy Cookers wrote:I'm not clear that KV's source is entirely correct (to be yin yang, why would it be ?)
(for gas at low power you want the lowest efficiency ie 8 cyls firing and throttles almost closed ?)
certainly Renault Sport have told us a while ago that cylinder cutting is in normal use (FWIW they say for response)
I am actually wondering to what extend red bull needs the exhaust plumes anymore to seal the diffuser. My general impression is that alongside improvements in exhaust plume extraction, is that they are more capable of vortex use to do the job.CBeck113 wrote:I think a) the floor design from the RB helps enormously in getting the exhaust gases where they need to be in slower corners, and b) choosing the right cylinders to shut down can also have an impact (shutting off every second ignition, or four on, four off). By using the second method you can pulsate your power delivery / torque, causing a TC effect. That would also explain the loudness while off throttle - there's more unburned fuel being ignited in the exhaust manifold.
What you you think?
Look at what aussiegman writes on the middle of page 6.CBeck113 wrote:And another aspect: what if you only allowed your KERS to recharge when you press the throttle? That would allow it to work against the engine during acceleration (further torque reduction), and should be perfectly legal, since only the activation is regulated.
