2014-2020 Formula One 1.6l V6 turbo engine formula

[hollus]

Even if 1400HP from 200Kg/h was correct, that's taking the peak figure from the time, when the cars were not really fuel limited and it made sense to design for the peak, and comparing it to the now really fuel limited and hence average-ish figure from 2014. Back then you could get more fuel in if the machanical parts could withstand it. Now the rules, not materials, impose a hard (flow) and a soft (amount) limit.
It is also comparing a figure from an engine likely made to last 10Km with the current engines forced to last for about 2000Km.
German media feeding the German rumor about the German engines at its prime.

[Mr.G]

Code: Select all

1.24 Energy Recovery System (ERS) :
A system that is designed to recover energy from the car, store that energy and make it
available to propel the car and, optionally, to drive any permitted ancillaries (including any
ancillaries and actuation systems necessary for its proper function).

Am I understand right, due to this rule they can use the MGU-H as an alternator? And such way reduce some weight?

[MacX]

Tobias Grüner F1 ‏@tgruener 6m
Mercedes engine chief Andy Cowell admitted the turbo engines are able to deliver around 700 hp - without ERS. AMuS: http://ams.to/hS

[diego1960]

This is actually more than we hoped for, isn't it?

[.poz]

5.2.4 The MGU-H must be solely mechanically linked to the exhaust turbine of a pressure charging system. This mechanical link must be of fixed speed ratio to the exhaust turbine and may be clutched.
The rotational speed of the MGU-H may not exceed 125,000rpm.

that means that mgu-H/turbo rev ratio must be fixed but can be different from 1:1 ?

[Huntresa]

This is actually more than we hoped for, isn't it?

Seeing as they hoped for 760 or there around WITH ERS this is pretty big.

[Owen.C93]

It wasn't exactly a conclusive answer. But yeah we knew when they mentioned the 550hp figure that it would probably more likely that it's slightly above 600.

[beelsebob]

So then the Merc being 100bhp up on the Renault at least appears to be accurate, or there abouts.

[rscsr]

5.2.4 The MGU-H must be solely mechanically linked to the exhaust turbine of a pressure charging system. This mechanical link must be of fixed speed ratio to the exhaust turbine and may be clutched.
The rotational speed of the MGU-H may not exceed 125,000rpm.

that means that mgu-H/turbo rev ratio must be fixed but can be different from 1:1 ?

Yes.

[bonjon1979]

More detail in the engine thread, it's not as high as that apparently.

[astracrazy]

only time will tell we should know in Aus quali because merc engines would walk all over renault if thats the case

but in that quote he only says they are able to. Is that, they are able to but will use too much fuel? or they are able to but won't be reliable enough? or, they are able to so thats what we are running?

[vtr]

Ofc its limited at 160HP, also on using 4MJ but only harvesting 2MJ, while rest is unlimited as stated above.

I don't think it is well explained that you can use 4MJ PLUS whatever you can send directly from the MGU-H without storing inn the battery. How much energy is that in a whole lap?

EDIT: Besides, it might be possible that someone could use the MGU-K, during braking, not only to charge the battery but also to spool up the turbo all the way to the limit, effectively storing kinetic energy. When power is requested, the MGU-H would be used to recover that energy and send it to the MGU-K to drive the wheels, all without counting to the 4MJ (33s at 160hp) limit. That might not be a lot of energy, but it can be used without limit.

[Blackout]

Renaults press release for their engine pretty much stated they will be able to directly drive the MGUK from the MGUH or send the energy to the ES. I don't think this is anything special that only Ferrari is doing.

because it's not a "trick", is how those V6 are supposed to work.

Exactly. there is no tricks here. All of that is expected by the regulations...
Appendix 3


Renault too says that they will cut fuel injection in one cylinder or more in order to improve driveability and consumption. Last year they used to cut ignition.

[.poz]

5.2.4 The MGU-H must be solely mechanically linked to the exhaust turbine of a pressure charging system. This mechanical link must be of fixed speed ratio to the exhaust turbine and may be clutched.
The rotational speed of the MGU-H may not exceed 125,000rpm.

that means that mgu-H/turbo rev ratio must be fixed but can be different from 1:1 ?

Yes.

So the turbo rpm are limited just by the gear they select to use and from the mgu-h 125.000 rpm

Do you think they will run the turbo around the 120.000 rpm or faster ? (i have read of turbo spinning at 280.000 rpm)

[turbof1]

It's interesting how the flow chart works.

On circuits like Silverstone the emphasis will certainly shift more to the mgu-h because you'll have much less braking and thus less recovery from the mgu-k. Very touch to balance it out, but on fast circuits they could cut one cilinder. But the total output from the mgu-k can only be 160hp, and energy you want to use directly on the driveshaft can only go through the mgu-k.

I think it'll take a couple of seasons before they have their systems optimized for each circuit.