Here's a little picture that should make it all as clear as mud..... Cheers, Ian EDIT; Oh dear - not terribly readable it seems. If interested, here's the link; http://www.fia.com/sport/regulations?f[0]=field_regulation_category%3A82&f[1]=field_regulation_category%3A176 Select the "2014 technical PDF" download and it'll be legible. Image Unavailable, Please Login
The absolutely brilliant part about 'joules power' is it's instantly available meaning even if there is some turbo lag for these engines, we and the drivers will basically never know it as I'm certain these teams are going to tune the electric unit power curve to basically make for a plateau-like flat torque band throughout the entire rev range. Electric motor motor power will be infinitely handy from say idle (6k rpm) through 10,500rpm when the additional fuel amount is allowed. I've heard it mentioned that there will be more torque than grip available, which essentially tells me that lower speed corners are going to be especially interesting. Mechanical grip will be paramount! Who here is looking forward to seeing 8-10 safety cars at Monaco 2014?
Can you imagine the griping about that - Messy race, get rid of Monaco, wasnt a real race, Grosjean caused it all etc
+1 My guess is getting the MGU-H right could also totally eliminate any turbo lag. Very cool stuff IMO. Also +1 However, I've been wanting to throw the BS flag on this for a while - They've always been capable of spinning their wheels in any gear on demand. At least since TC was outlawed of course. They may be more prone to do so with "limitless" torque, but at least the regs specify a direct relationship (albeit not necessarily linear) between throttle pedal position & actual throttle opening. Cheers, Ian
What plug wires are you seeing? I haven't seen any pix of the thing where they're visible...... Cheers, Ian
http://www.autosport.com/news/report.php/id/105081 63 DAYS, 6 HOURS, 58 MINUTES AND 10 SECONDS BEFORE THE AUSTRALIAN GP AUTOSPORT Group F1 Editor Jonathan Noble's verdict on the 2014 engines People normally say you should believe nothing of what you hear and only half of what you see. But today was an exception to that rule - as selected Formula 1 media, including AUTOSPORT, got a first chance to listen to exactly what a 2014 V6 turbo engine is going to sound like. For years we have heard conflicting stories about the audio qualities (or lack of them) of the new 2014 V6 turbo engines. In one corner were Bernie Ecclestone and a few race promoters - who suggested they would sound 'terrible' and needed to be dropped. In the other corner were the engine manufacturers who insisted the power units would deliver a different - but still satisfying – noise. At Brixworth today, Mercedes-Benz delivered its definitive answer to the debate when it played the audio from a dyno simulated lap of the Monza track. And the smiles around the table of those hearing it for the first time delivered a conclusive answer that fans will have little to worry about.
OMG look at that turbo's center section ie "once known as the bearing housing" and is that an A/W IC system hidden in that intake housing?
I had an idea rolling around about turbo spool and ERS torque being controlled by an inertia sensor which would be tuned to allow only a certain amount of torque/boost/power given certain turning centrifugal force requirements. So say the car brakes from 190mph to 45mph in to a hairpin turn, the ERS/boost control would limit the amount of torque available to an amount the team knew there would be traction available...... No moving parts, and technically it's not engine mapping changes, not at all.
It's just the return of traction control only in the form of controlling boost and electrical output given certain conditions present to the car, such as there not being enough grip to lay down that power. In this circumstance the internal combustion engine would not have any mapping changes as that is strictly not allowed, but the turbo and ERS could be inertially controlled somehow.
Remember the "good old days" when the cars had 1000HP with no traction control? If memory serves me Elio de Angelis was the only driver who lost their life during that period and it was a structural issue with the car and not caused by driver error. Food for thought, are we still talking about the same thing lol?
My point was that looking back to compare those cars with today's doesn't serve anything. If you lament times without traction control you want a car that has less electronics than today's street cars. That flies in the face of F1's image of being the pinnacle of technology. I'm not a tree hugger but I love KERS and the new turbos recouping energy.
Aw go kiss a conifer. While I love tech in general, KERS has never been much more than a gimmick in race terms. The new system however has the potential to be a legitimate tool. It will be interesting to see if the teams can find different ways to interpret and employ the new standards.
Good discussions. Turbo energy recovery and inertia control are encouraging concepts. I'm looking forward to more developments that can spill over/beyond F1.
I guarantee we will see turbo recovery and ERS-like systems built into the gearboxes of every day cars. Matter of fact, I wouldn't at all be surprised if one day we see an aftermarket company offering a bolt-on kit offering ERS bolt-on performance with a turbo setup. This concept opens up a whole new world. I was further discussing turbo traction control with an electrical engineer I know locally here and he was telling me of the type of sensors which are already present which seem practically made with this type of idea in mind. The technology is there, now is aster of harnessing and tuning the idea of marrying aerodynamics and mechanical traction with torque control and boost. Fascinating stuff IMO
