According to Omnicorse it will have a new chrome livery..
http://www.omnicorse.it/magazine/45641/ ... ia-cromati
- Login or Register
No account yet? Sign up
The Mercedes AMG F1 Team has confirmed that it will unveil its new car, named the F1 W06 Hybrid on Sunday 1 February, the morning before testing commences at Circuito de Jerez in Spain.
the floor in front of the rear wheels looks pretty high, doesn't it?gavingav1 wrote:artists impression of wo6 https://fbcdn-sphotos-a-a.akamaihd.net/ ... 8477_o.jpg
yeah too much Rakelio007 wrote:the floor in front of the rear wheels looks pretty high, doesn't it?gavingav1 wrote:artists impression of wo6 https://fbcdn-sphotos-a-a.akamaihd.net/ ... 8477_o.jpg
Trini. I udnerstand all of that. I am saying to you that even with the same fuel injected you will make more horsepower at the crankshaft with cooler air. Have you never driven a car at night? Even for street car the power increase is instantly noticeable - and yes the volume flow of fuel is being injected.trinidefender wrote:Oh my ****. Here is the original quote. "providing cooler (higher oxygen density) air and therefore producing more power." All I said was that cooler air going into the combustion chamber does not equal more power because of the restricted fuel flow regulations. Why is that so hard to understand? PlatinumZealot go back and read my post from before and you will see. Cooler (more dense) air will only make more power if you can pump in more fuel with it which you can't with this formula.PlatinumZealot wrote:trinidefender wrote:
Thank you for arguing against I point I actually never made. Considering the only point I made in my first paragraph was that cooler air does not equal more power in this engine formula I don't see why you came with probably true but still irrelevant points of packaging and cooling advantages. I got annoyed by the simplistic view that more cooler air always equals more power and that is what I addressed. We have a term for that where I live it is called being "out of timing" (said in a heavy sing song "Trinidadian" accent) which basically means saying things that have no relevance to the conversation.
The engine air intake is above the drivers head. For turbulence control etc of airflow going through the air intake, having the compressor at the back of the engine where the air intake has a gentle curve downward is probably a better solution than having it in front of the engine where the airflow has to take a sharp 90 degree turn downward from the roll-hoop intake then do another 90 degree sharp turn to go into the compressor. For your information turbulence control is crucial to compressor performance so adding in these twists and turns before the compressor intake probably actually reduces the compressor efficiency by a few percent.
Point 3. Let me refer you to something I said earlier. Moving the compressor away from the turbine means you move the MGU-H closer to the turbine. Electronics hate heat and become less efficient when they get hot. So either way you may have to cool the airflow slightly less but now you have to go and spend more energy cooling the MGU-H which is now absorbing much more heat.
Point 4.. Just remember that by moving the MGU-H into the centre of the engine's V you then have to move the intake manifold upwards so it can fit on top of it. Remember if you move something to a different part of the engine then whatever was there originally has to be moved and take up space somewhere else.
To sim it all up I made a point, please at least argue against that point and not something I didn't even talk about. 2. I'm not saying that running a spilt turbo design with the MGU-H in the centre isn't a better design in some aspects, I am saying that it isn't the "holy grail" of the all conquering Mercedes engine that some make it out to be.
You are wrong in thinking that colder air does not mean more power. The IC engine works by compressing air. If the air is hotter it takes more energy to compress it. There is also more irrevesibilites within the air when it is hotter. So you instantly lose efficiency right there without our arguement going into combustion.
You are also wrong in believeing that moving the compressor away from the turbine will mean the MGUH has to be closer to the turbine. That is just a baseless assumption. By logical engineering reasoning the MUGH would infact be posisitioned closer to the compressor to reducing the heat, bearing support, balance and packaging issues that would arrise by having it right beside the turbine. Just saying that the MGUH is more likley to closer to the compressor in the split turbine system, with the main bearing cartridge, which would be designed quite robustly and lengthy, closer to the turbine.
Since when has the "silver arrows" actually been colored in Silver?De Jokke wrote:The "silver arrows" going to go chrome, okay
When you drive a car on a cold day and it feels more powerful that is because your mass airflow sensor knows that the air is more dense and therefore the ecu knows it can pump more fuel into the combustion chamber and maintain its maximum power fuel to air ratio. Ergo mor power. With this engine formula there is limited fuel. That means that even if the air is cooler than usual the ecu cannot inject more fuel because of the fuel flow limitations. Fuel will always be the limiting factor. Once you surpass the physical mass of air required to get the most power from the set max fuel flow rate then all excess airflow will not increase power.PlatinumZealot wrote:
Trini. I udnerstand all of that. I am saying to you that even with the same fuel injected you will make more horsepower at the crankshaft with cooler air. Have you never driven a car at night? Even for street car the power increase is instantly noticeable - and yes the volume flow of fuel is being injected.
4) reduced turbo lagSkyF1 Writing in Motorsport magazine, Hughes discloses that Mercedes' breakthrough 'innovation is having the turbo's compressor at one end of the engine and the turbine at the other, linked by a long shaft through the vee of the engine'.
The 'trick turbo layout' triggers a series of critical performance benefits. As the air is not travelling through as much pipework, a reduction in turbo lag means less power needs to be be harvested from the car's ERS unit to keep the turbine spooled off throttle. That in turn improves the efficiency of the car, with more power reserved for performance gain and less fuel consequentially used up.
Mercedes' customer teams all have the same advantage. However, because McLaren, Williams and Force India only took delivery of their power units relatively recently, they have had less time to work the layout into their respective car designs. But for the works outfit, the benefits of the W05's innovative layout has proved multifaceted.
as I have stated already I was never talking about the big picture. Many of the points you made here could very well be true. All I was doing is addressing an incorrect claim made by somebody else. THAT IS ALL.TAG wrote:The discussion that keeps on giving. I think the reason is because we're talking about two sides of the coin. I agree, there is no "gain" in being able to make more power simply because of cooler air. Trini is correct in that. I've mentioned to him however (not an irrelevant response) that there is peripheral gains made because of having that cooler air.
1) smaller cooling ducts
2) smaller intercoolers
3) shorter ducting to duct the air to the compressor.
and a fourth and fifth advantage that I wasn't aware of.
4) reduced turbo lagSkyF1 Writing in Motorsport magazine, Hughes discloses that Mercedes' breakthrough 'innovation is having the turbo's compressor at one end of the engine and the turbine at the other, linked by a long shaft through the vee of the engine'.
The 'trick turbo layout' triggers a series of critical performance benefits. As the air is not travelling through as much pipework, a reduction in turbo lag means less power needs to be be harvested from the car's ERS unit to keep the turbine spooled off throttle. That in turn improves the efficiency of the car, with more power reserved for performance gain and less fuel consequentially used up.
Mercedes' customer teams all have the same advantage. However, because McLaren, Williams and Force India only took delivery of their power units relatively recently, they have had less time to work the layout into their respective car designs. But for the works outfit, the benefits of the W05's innovative layout has proved multifaceted.
5) increase power due to having less energy siphoned to keep the turbo spooled
I understand that you're point is there is no power from the cooler air Trini, but you're not looking at the big picture.