Forza wrote:AMuS reports that Fia will gradually freeze engine development by 2018. Till then there will be a special points system in place to limit the development :
Turbo-Motoren ab 2018 eingefroren
World Journal of Modelling and Simulation - F1 2014: Turbocharged and Downsized Ice and Kers Boost
Albert Boretti wrote:Abstract.
The paper discusses the FIA’s World Motor Sport Council (WMSC) new regulations for F1 powertrains. The new regulations will see the 2.4 liter V8s currently used replaced by 1.6 liter V6s engines starting in 2014. The power units will have high pressure gasoline direct injection up to 500 bar. Engine speed limits on the new engines will be reduced from the current 18,000 rpm to a maximum of 15,000 rpm. The more environmentally-friendly units will be supported by augmented power output of the engine via energy-management and energy-recovery systems. The paper discusses the possible performances the novel F1 cars could achieve with these novel engines and kinetic energy recovery systems, as well as the declared goal of making the F1 racing greener, the relevance of F1 to road cars, and finally the use of resource restrictions in F1. The major issue with new F1 rules is not just the total cost of research and development within the budget, but the ability to make the most out of the investment made for a more sustainable and greener road transport. The proposed high torque 475 kW 1.6 liter V6 turbo engine coupled with the proposed small 0.3 MJ 120 kW mechanical KERS may permit fuel savings of 40% vs. today’s low torque 525 kW 2.4 liters V8 naturally aspirated and even better driving performances on the most part of the race tracks.
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I’m trying to read this with an open mind, but I may need some help as to where the efficiencies live. BMEP is a torque metric. There are obvious tradeoffs between RPM, displacement, intake pressure, power, torque and fuel efficiency. If RPM is limited, there are fewer power strokes per unit time so torque has to be increased through better volumetric efficiency, i.e. boosting, to regain power. However, boosting lowers efficiency since there’s insufficient expansion volume in a stroke to extract the available heat energy. Accordingly, compounding is introduced to reclaim some of the waste thermal energy. Seems like a reshuffle of the various parameters, though decreased friction (RPM) may yield some net efficiency gain at the expense of power.
As to the “greener road transport”, it hasn’t been shown that compounding will scale to the modest power requirements of road vehicles. In fact, there’s good reason to believe that it won’t.