Technical analysis SF90: Reconstruction
During the last month so many voices have chased each other in the paddock. Despite the absence of tangible evidence on the alleged irregularity, the goodness of the work of the Maranello technicians was strongly questioned. The accusation, bragged against by his opponents, spoke of an escamotage capable of circumventing the technical regulation, providing the SF90 with an extra power of 40 kilowatts, in spite of the strict FIA controls. Going through the rules that act on the hybrid part, we note that the Formula One regulation does not impose limits on energy recovery through MGU-H. This component, mounted on the turbine impeller and compressor shaft, generates current.
It does this by turning excess kinetic energy from the turbine into electricity. Therefore, a single-seater capable of producing extra power with the MGU-H, capable of sending it directly to the MGU-K without going through the battery, does not break the rules. On this basis probably the accusation of the last few weeks, confirmed by the statements of Helmut Marko first and Wolff then. Furthermore, according to sources of Red Bull councilor, Renault was the first to knock on the door of the FIA, asking for explanations in this regard. The international federation, however, despite repeated complaints coming from multiple fronts, has nevertheless not pronounced.
Technical analysis SF90: Concrete facts
We have to analyze the tangible facts, using the data coming directly from the track. Only then can we get an idea of the situation, trying to understand how the Ferrari SF90 power unit works. The Maranello team's engine is certainly a strong point of the 2019 project. Binotto, in his latest statements (click here), has wisely tried to shift the attention elsewhere, placing the exclamation point on the aerodynamics of the Italian car. Undoubtedly, the Rossa low drag philosophy puts the accent on the performance of the Italian engine, thanks to the low aerodynamic penetration coefficient it has. That said, in the recent races of the 2019 championship, FUnoAT noted how the technicians of the historic team worked on a different engine supply.
We specify. In general, wherever we are in the world, the optimal use of the power unit makes the difference. Therefore, guaranteeing the right power by balancing it between straights, power recovery, acceleration and overtaking during the race, is crucial to produce a good performance. Precisely for this reason, as we can see in the image below, the Cavallino technicians have made some changes to the third Power Unit specification.
The work carried out, purely concerning power control, reconsidered the supply curve. The energy from the components of the Italian power unit is now used in the initial part of the straights. On the contrary, until the Spa Grand Prix (when ICE number 2 was still used), the energy spent by the PU Ferrari was handled differently, being used in the central and final part of the fees. Once the facts have been analyzed, let's now extrapolate the possible causes that, with results in hand, are creating a lot of curiosity about the operation of the Red engine.
Technical analysis SF90: Endothermic aspiration system
Thanks to the information gathered by FUnoAT, the secret of the Ferrari engine derives from the endothermic intake system, which can only be used in the classification phase. In fact, analyzing the last seasonal rounds, the advantage of the SF90 towards Mercedes is greater in qualifying. During the race, on the other hand, the competitiveness of the Italian car seems to go down, aligning itself with that of the silver arrows. The hypotheses, to which we can appeal to explain this advantage, refer mainly to the air intake manifold cooling, as well as to the use of cooling oil to increase performance.
Ferrari would use a pressurized oil-air intercooler, finding ways to bring part of the cooling oil directly into the combustion chamber, since, in this respect, there are no standards in this regard. A more powerful endothermic engine allows Ferrari drivers to start recovering energy earlier than other teams, being able to start this operation already in the final parts of the straights. This aspect would connect with the preview provided by FUnoAT towards the end of the past season (click here), when we talked about the innovative PU Ferrari cooling system already used on motorcycles (mixed air / cooling oil systems). The benefit, to put two numbers black on white, should be around 20cv in qualifying, falling to 10cv in the race.
