The first winter test session at Bahrain allowed teams to get some valuable tyre data from the new 2014 range of Pirelli tyres. A number of teams were able to complete race simulations, as well as qualifying and pit stop practice, assessing every aspect of tyre usage.
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321apex wrote:Do fuel flow restrictions apply during this test?
I am speaking of 100kg/hr fuel RATE of flow limit?
Anyone?
Probably not, dunno ... but why would they NOT drive with the restriction if they were allowed? It would undermine the idea of the whole test^^
I would guess, that until the "powertrain" specification is NOT homologated and "frozen", the teams should be given some leeway to experiment in quest to optimize their operating specifications.
Yeah, but it would be pointless to drive around outside the specificated limits, since they probably want to learn as much as possible about how the new power trains will behave under "legal" conditions.
anyone know how long it has been since the track has been used ?
at a guess it is extremely green ,so it will be day 3 before we get any indication of what times we can expect during the first 4 days
to the optimist a glass is half full ; to the pessimist a glass is half empty ; to the F1 engineer the glass is twice as big as it needs to be
321apex wrote:Do fuel flow restrictions apply during this test?
I am speaking of 100kg/hr fuel RATE of flow limit?
Anyone?
Along with the other answers, there would be no point not be restricting fuel flow rate as the amount of fuel acts as a coolant for the engine (more fuel more cooling) and cooling is a big part of this test its a no brainer. Please feel free to correct my knowledge of fuel cooling as I think this still applies with DI and turbocharging?
How does the temperature changes affect this year's cars? There's a 4% or so increase in air density from 30ºC to 18ºC, but that does not influence engine power so much anymore because of the FI engines (right?).
There's a increase of downforce, but an increase of drag as well in the cold, more or less at the same level.
What is the optimum temperature for the track? AUTOSPORT reported a 33.3ºC number eight hours ago, so it might be higher now.
vtr wrote:How does the temperature changes affect this year's cars? There's a 4% or so increase in air density from 30ºC to 18ºC, but that does not influence engine power so much anymore because of the FI engines (right?).
not completely,
colder air means less work for the compressor to reach the wanted boost value hence more energy for the ers-h...
321apex wrote:Do fuel flow restrictions apply during this test?
I am speaking of 100kg/hr fuel RATE of flow limit?
Anyone?
Along with the other answers, there would be no point not be restricting fuel flow rate as the amount of fuel acts as a coolant for the engine (more fuel more cooling) and cooling is a big part of this test its a no brainer. Please feel free to correct my knowledge of fuel cooling as I think this still applies with DI and turbocharging?
You are correct, that traditionally in turbo engine applications, fuel played a cooling role by depressing exhaust gas temperature when the engine was run on "rich side". However this year, there is a 100kg/hr maximum rate of fuel flow imposed, which defacto limits the amount of power maximum these engines can produce.
“Strange women lying in ponds distributing swords is no basis for a system of government. Supreme executive power derives from a mandate from the masses, not from some farcical aquatic ceremony!” Monty Python and the Holy Grail
Well, it looks as though Vettel's words on the podium in Singapore last year are coming back to haunt him.
Seems as though RedBull have been hanging their balls in the pool over the winter whilst the others have been hard at work...
Hamilton's blessed with an ability to make a car do pretty much anything he wants - Mark Hughes
Got this info from a user who posted a comment on the website TJ13.
"Craig Scarborough was on the Pit Stop Radio podcast on Monday, Feb 17. At minute 14:17 in the podcast, he talks about Renault’s problems at Jerez. He describes problems with the MGU-K, problems with its’s shaft, and problems with it engaging with the main (crank) shaft of ICE (petrol engine). There was a crankcase failure.
Then he says, “For the rest of testing (Bahrain) they’re going to have to go without full ERS power… There’s also some debate as to whether this part will be ready for Melbourne as well. So potentially some of the first races, the Renault engines could be handicapped because of the problems with this motor generator.”
This failure that is afflicting the Renault PU is complex; there are many vibrations involved, as well as the complex integrations of the two electrical generators and the ICE (petrol motor). This appears to be the fourth description of the same problem that was first described by the Judge from the Jerez paddocks, then alluded to by Rob White of Renault Sport F1 at the end of the Jerez tests. Gian Carlo Minardi’s Feb 13th article alluded to this same problem as well."
Hamilton's blessed with an ability to make a car do pretty much anything he wants - Mark Hughes
I dunno if it`s the best thread to talk about this matter but it`s the following reasoning right to take into account? :
2013 : with a 641kg min. allowed car, then for 10kg of fuel (not 10 litres, coz density is lower than 1) worth it on average 0,35 sec/lap
2014 : with a 691kg min. allowed car, hence a 7,8% increase, therefore for a 10kg of fuel the time loss will be on average 0,377 sec/lap
So the influence of fuel on board is also increased and we could see this year some fuel management scenarios like 90kg of fuel from start to finish and this could worth in a 50 lap race a woooping 18,85 sec. gain at the end of the race …
And maybe there are some teams like RBR which will follow the same tactics route like they did in 2013 (with a underfueled car) and in addition with a little help from a less thirsty Renault turbo engine could do the job done.
Now if you do the math 90kg from 100kg is 10% decrease, which could be easily done by a 3% engine consumption and the last 7% is down to tactics u.e. first stint to the max and the rest just running in leaning mode …
Btw. it is interesting to know if someone has done the math regarding the race fuel tactics, so you could clearly see which is the fastest way to finish a race this year:
a) Running a max. power race, though within the 100kg limit
b) Running with let`s say 90kg of fuel on board
c) Running with the lowest consumption engine mapping mode
hmmmm not doing the numbers but my brain tells me their should be less fuel affect? They are using less fuel each lap than previous years 30% less I believe? so does that not mean the fuel affect will be 30% less than last year?
I suppose it all depnds whether the fuel load and speed is completely linear? i have a feeling its more of a curve
Last edited by danielk on 19 Feb 2014, 17:50, edited 1 time in total.
