That's a very good point.hardingfv32 wrote:I vote against the sample pictured being TiN coated. The surface finish of TiN is dependent on the finish of the base surface. To get the gloss shown the base would need to be polished to a mirror finish. That is highly unlikely in this case.
Brian
Almost...andone89 wrote:Not sure if this is the right place to post my question, but here goes nothing
I wanted to ask about the promised higher revving engines in 2017 and how are they going to achieve this. I am reffering to this quote "Complaints from fans, and some drivers, over the quieter noise generated by the V6 engines has lingered for two years now and the FIA confirmed there would be "higher revving engines and increased noise".
A 'sound generator' which is not "purely natural" is also in the pipeline to crank up the volume, though it may not be introduced until 2018." on http://www.skysports.com/f1/news/12433/ ... le-changes website.
Correct me if I am wrong, but increased weight and drag will also increase fuel consumption next year, which SHOULD not result in higher revving engines or am I completely missing the point here?
Just curious
Well, how I see it, it's been reversed. In the pre 2014 engines it was how to maximise the amount of O2 (air) available in the combustion chamber, fuel wasn't so much the problem. Much of the mix could be done even before it entered the chamber (with all kind of spray nozzles). A bit of extra fuel didn't matter too much.Blaze1 wrote:We keep hearing about the importance of combustion designs in the ICE and it seems to be the most numerous type of development in the PU. Would these new high tech combustion techniques such as TJI, provide a significant benefit in a high revving NA F1 engine (20000 rpm) or is its use largely restricted to lower revving force induction designs?