F1 will see a complete change in engine regulations in 2014, and we're having a closer look at what that means exactly
I would think that the only danger there is the turbo being dislodged and coming off completely. The internals should be well protected from an impact. The Renault and, possibly, Ferrari's MGU-H's will be protected by the engine and airbox. Mercedes', if it is in the location shown in the pictures so far, will be more vulnerable.ringo wrote:Another thing to consider is if the turbo was hit with a flying object.
Would MGUH and turbine parts go flying, would an immense electrical and gasoline fire ensue?
Those questions have to be asked.
Why do you think the turbos will be pushed to their limit? They ran over 5 bar in the 80s. IIRC they are at 2-3bar now. They aren't running ALS which will put fuel through them. I would have thought the MGU the turbo is attached to is the biggest risk item as its a massive bit of kit to spin at 100krpm on the back of an f1 car.1158 wrote:I would just think with the move to more and more safety FIA would want these on the cars. I have seen where Chinese counterfeit turbos have exploded and sent pieces of the wheel through sheet metal and embedded into the road/engine blocks.
Do I think it will happen more than once or twice a season, no but these turbos will be pushed to their limit. At the very least I would say make it mandatory for the first year and see what happens. Maybe relax the requirement after this year once there is data on the cars running and proof that it isn't an issue. Better to be safe...
The engine with the the MGU-K has the same power (spread over a wider rev band) as the old one. So I would say, that we can believe those people, who are saying, that they are as fast as last year. (And keep in mind, that you can scrap the times of the first test anyway.)rjsa wrote:Some rough math here and I'd say Raikonen was slower than a GP2 car today. If they can cut that lag by half I'd still say the backmarkers will be slower than the GP2 by race day.
The numbers are:
GP2/F1 Yas Marina Pole 2013 108.98%
F1 2013/2014 best first day time: 110.45%
Quote from the mercedes thread, is this true? I thought it would be exactly like Kers, just more powerful and more available per lap!NathanOlder wrote:I didnt think the drivers could deploy it. afaik its not a button to press. Its deployed by the cars ECUcopperkipper1 wrote:Merc, Ferrari and Redbull have done a great job at packaging their rear ends. Merc looks promising shame about the front wing failure. I think alot of laptime performance will come from how the drivers manage the ERS power available to them throughout the lap. So many different ways it can be deployed/used.
I mean limit in terms of lifespan. I don't know how often the turbos in the 80s were changed but a new one for qualifying and then a new one for race wouldn't have shocked me back then.mrluke wrote:Why do you think the turbos will be pushed to their limit? They ran over 5 bar in the 80s. IIRC they are at 2-3bar now. They aren't running ALS which will put fuel through them. I would have thought the MGU the turbo is attached to is the biggest risk item as its a massive bit of kit to spin at 100krpm on the back of an f1 car.1158 wrote:I would just think with the move to more and more safety FIA would want these on the cars. I have seen where Chinese counterfeit turbos have exploded and sent pieces of the wheel through sheet metal and embedded into the road/engine blocks.
Do I think it will happen more than once or twice a season, no but these turbos will be pushed to their limit. At the very least I would say make it mandatory for the first year and see what happens. Maybe relax the requirement after this year once there is data on the cars running and proof that it isn't an issue. Better to be safe...
You can't change the turbo more than 5 times without getting a penalty, this applies to all 5 major power train systems as per FIA rules.1158 wrote:I mean limit in terms of lifespan. I don't know how often the turbos in the 80s were changed but a new one for qualifying and then a new one for race wouldn't shock me.mrluke wrote:Why do you think the turbos will be pushed to their limit? They ran over 5 bar in the 80s. IIRC they are at 2-3bar now. They aren't running ALS which will put fuel through them. I would have thought the MGU the turbo is attached to is the biggest risk item as its a massive bit of kit to spin at 100krpm on the back of an f1 car.1158 wrote:I would just think with the move to more and more safety FIA would want these on the cars. I have seen where Chinese counterfeit turbos have exploded and sent pieces of the wheel through sheet metal and embedded into the road/engine blocks.
Do I think it will happen more than once or twice a season, no but these turbos will be pushed to their limit. At the very least I would say make it mandatory for the first year and see what happens. Maybe relax the requirement after this year once there is data on the cars running and proof that it isn't an issue. Better to be safe...
Again, I doubt anything is going to happen, but better to be safe for the first year. The turbos will also be spinning in the neighborhood of 100K-125K rpm, won't they?
A correction - there can be only one throttle pedal map for the dry and one for the wet. By throttle pedal map, I mean the correlation to the throttle pedal's displacement and the PU's torque output.tuj wrote:ERS is controlled solely by the throttle but teams can map the torque demand differently per pedal travel and different mixes of ERS (MGU-H to spin up turbo / MGU-K to directly drive the wheels). So there's bound to be a lot of playing with the systems to get the most out of them.
