Formula One's governing body has announced that it has come to a settlement with Scuderia Ferrari after investigations into its 2019 power unit, considered the most powered in F1.
that was an old rumor from 2018..
What I could observe is that in terms of top speed the difference isn't that big. Lec is 4 km/h faster on the pit straight (324 vs 320) and 3 km/h (329 vs 326) on the back straight.
I think we may be talking about 2 separate things. Rate of acceleration to that top speed vs. the top speed achieved.
No, I was also thinking about the rate, the top speed comparison was just a bonuszibby43 wrote: ↑28 Sep 2019, 22:53I think we may be talking about 2 separate things. Rate of acceleration to that top speed vs. the top speed achieved.
Yep! I'm following you now. And I think you make a great observation!MtthsMlw wrote: ↑28 Sep 2019, 23:09No, I was also thinking about the rate, the top speed comparison was just a bonus
Ferrari gains under acceleration basically after the car isn't traction limited anymore but near top speed that gaining gets less and less.
Ofc the rate of acceleration gets less anyways the faster you go but Ferraris gains aren't linear, they plateau near the end in comparison to Merc.
Idk if that makes sense..
Once you establish a power advantage over your opponents it is often most useful to run more aero. That would account for a minimal top speed advantage, minimal high speed acceleration advantage, greater low speed acceleration advantage and potentially a lower traction limited threshold speed.MtthsMlw wrote: ↑28 Sep 2019, 23:09Ferrari gains under acceleration basically after the car isn't traction limited anymore but near top speed that gaining gets less and less.
Ofc the rate of acceleration gets less anyways the faster you go but Ferraris gains aren't linear, they plateau near the end in comparison to Merc.
Idk if that makes sense..
I agree. I first noticed this at Hochenheim last year, when AMUS published some end of straight data about Ferrari and Mercedes. I made a model and the only way I could make it fit the data for Ferrari was to have them switch to charging the ES simultaneously from MGU-K and MGU-H at the very end of the straight.This means a charge rate of around 180 or even 190kW. That’s similar to the discharge rate in electric supercharge mode. My understanding is that high charge rates are harder to manage than high discharge. Maybe this is what Ferrari get from their unusual battery configuration?Juzh wrote: ↑30 Sep 2019, 09:19
another thing i've noticed is that ferrari tends to harvest a lot of energy at the end, particularly russian main straight was very obvious. They're dropping ~5kmh before braking zones (325 down to 320), compared to mercedes 0 kmh (320) and red bull 1 or 2 kmh (320 down to 318 just before braking). Interesting. Possible reason would be their ICE is so much better they can afford to do some harvesting in such places, since they're arriving at faster speeds anyway, and then use that energy in better places. Double whammy.
Capacitors, or as Henry mentioned the 2 different types of batteries, cell vs pouch that was used in the Williams FE battery.gruntguru wrote: ↑01 Oct 2019, 00:11One possibility is the use of ultra-capacitors eg if one half of Ferrari's "battery" pack was actually a capacitor bank the charge/discharge rates of that section could easily be much higher than the maximum combined H + K input or output. Meanwhile energy flow into and out of the chemical battery section could be maintained at optimum rates.
