| Author |
Message |
Mitch Alsup (Mitch_alsup)
Junior Member
Username: Mitch_alsup
Post Number: 198
Registered: 4-2002
| | Posted on Monday, October 28, 2002 - 5:31 pm: | |
If you want excitement in F1 ban the aerodynamics.
Ban the wings, ban the diffusers, ban aerodynamic suspension components.
If you do this, you won't need to regulate the engine power, fuel, size, or vehicle weight.
You won't have to regulate tires or wheels or brakes.
Braking distances will increase 4X, accleration distances will increase 3X, cornering speed will go down by 2X. Brake technology is already 20 years ahead of cars with this specification.
This will institute a search for mechanical grip (and away from aerodynamic grip).
Unfortunately it would result in a series that was exciting, but slower than competing series. |
Dave Penhale (Dapper)
Member
Username: Dapper
Post Number: 322
Registered: 4-2002
| | Posted on Monday, October 28, 2002 - 3:41 am: | |
"It has been rumored that if F1 choose to institute a pump grade gasoline formula (i.e. bring an empty truck to the city of the event, and fill it from a random filling station with the correct octane fuel) that the engines would loose around 50 HP, and suffer twice the engine failures per weekend than they presently suffer."
Hope they do it, anything to add some damn interest. |
Mitch Alsup (Mitch_alsup)
Junior Member
Username: Mitch_alsup
Post Number: 194
Registered: 4-2002
| | Posted on Thursday, October 24, 2002 - 5:26 pm: | |
4) The valves are actuated by conventional Camshafts but the spring is performed by pneumatic (dry nitrogen) cylinder/piston instead of a spring, cap, and keeper. This reduces weight, reduces the power required to open the valves, and simultaneously allows the engine to rev to RPMs where springs would simply flat fail after a short period of time. Motorcycle engine technology is stalled at 15K RPMs as is CART due to the valve spring materials.
5) Valves are inclined (intake to exhaust) and also inclinde (intake to intake) and (exhaust to exhaust) in a pyrimidial arrangement. This provides better breathing. With this kind of geometry, 4 valves are better than 5 valves.
6) Stroke is reported to be in the 33 mm range with pistons in the 95 mm range (~3:1 bore stroke ratio). With these dimensions, the cranks and conrods are safe to about 22,000 RPMs.
7) Engines are broken in on a dyno for several hours (run-in) and then run for another period of time on a dyno simulator running the course that the engine will be used/available-to-be-used. The better engines are reserved for qualifying, then the race, then practice. An engine is only run for a single session and changed between sessions. The difference between a qualifying motor and a race motor is on the order of 10 HP. The difference between the HP at the beginning of a race and at the end of a race is on the order of 50 HP. The engine is designed and engineered to survive 250 miles.
8) Fuel is engineered to apear to have the 103? octane in the research engine they test fuel in, but have a greater octane in the actual engines. This stuff contains 8%-10% greated energy density than pump-grade fuel we put in our cars. This stuff cost on the order of 25 dollars per gallon. It has been rumored that if F1 choose to institute a pump grade gasoline formula (i.e. bring an empty truck to the city of the event, and fill it from a random filling station with the correct octane fuel) that the engines would loose around 50 HP, and suffer twice the engine failures per weekend than they presently suffer. |
Paul Newman (Newman)
Member
Username: Newman
Post Number: 588
Registered: 12-2001
| | Posted on Monday, October 14, 2002 - 4:54 pm: | |
Thanks Hugh, it amazes me that they get that much from a small displacement engine. |
Hubert Otlik (Hugh)
Junior Member
Username: Hugh
Post Number: 249
Registered: 1-2002
| | Posted on Sunday, October 13, 2002 - 8:39 pm: | |
Paul,
I will try and answer your questions step-wise:
1) The current v10's are capped at 3.0 liters of displacement. These engines usually make 800+ hp, and rev to 18K rpm; however, BMW's new motor is reving to 19k rpm; in designing an NA engine, you make power by extending the powerband, so, the higher the engine rev's, the more power it will make. Also, the intake plenum design, combustion chamber design, etc. have an influence on power and drivability. Many teams cant decide if they should run individual throttle bodies or one, and often switch; Ferrari is using individual tb's w/ one coil/cylinder; if memory serves.
2) It's 4 valves/ cylinder, compression ratio? 12:1-15:1, or there about. As far as iduction goes, the motor are naturally aspirated, so any 'forced induction' is not allowed; however, if you notice the opening above the drivers head, that is the 'intake' for the motor; the design -shape, size, etc.- of that opening, coupled w/ the design of the engine cover, and the interior of the engine cover can and does have a tremendous impact on how well the motor breaths; this is alos true of the exhaust manifold design. Essentially, you should think of the engine as a mechanical lung, the more efficent it is at respirating, the more powerful the engine.As far as secrets to an F1 motor; there are too many to list, one VERY contreversial one is the angle b/w the tow cylinder banks, most teams say their running 90 degrees, but thats not the case; Renault, late last season and all this season, have been running a 110 degree engine; wider = sits lower= lower Cg; however, there are numerous difficulties threrin; e.g. gearbox design, intake plenum, etc. As for the remaining secrets; you'd have an easier time decoding a CIA database. Materials, there again, the metalurgy is insane; and it's used throughout; however, Berylium has been banned, but you can rest assured that if an alloy can be made; its been tried.
3)Each motor is rebuilt, or tuned after every session, and if it fails, it's sent back and disassembled at the factory and used as a data retrival unit. Currently, there is no limit to how many motors a team may use per weekend, probably have 5 or 6 on hand, plus 3 compete cars, etc.
|
Paul Newman (Newman)
Member
Username: Newman
Post Number: 586
Registered: 12-2001
| | Posted on Sunday, October 13, 2002 - 7:46 pm: | |
Im not a big F1 fan but Im glad ferrari is kicking ass. I know they are running a V10 but what is the displacement maximum? Every time I see a display of one of these engines, I cant make much sense of front or back and wonder how they get all that power from one. Anyone have info on number of valves, compression ratio, induction system or any secrets they hide inside? Materials they use and so on. Just always wondered. What do they do with the old engines and how many races do they get from one? |
|