atanatizante wrote: ↑
Fri Jul 13, 2018 2:52 pm
roon wrote: ↑
Mon Jul 09, 2018 6:32 pm
Put more simply:
Ferrari: ICE output + 160hp constant
Other teams: ICE output + 160hp or less, intermittently
Your right but I think they must be developed a little bit these statements, don`t you think?
Maybe we would rather say it could occur in one of these situations:
1: ICE output + 160hp constant both in Q3 and the race ... Ferrari
2: ICE output + 160hp constant in Q3 + intermittently Q3 mode and less than 160hp but constant in the race ... Merc
3: ICE output + 160hp constant but only in Q3 + less than 160hp but constant in the race ... Renault
4: ICE output + less than 160hp constant in Q3 and less than 160hp but constant in the race ... Honda
And there must another differentiator factor which is ICE power max output, which is in the following order from my point of view: Ferrari > Merc > Renault > Honda ... I repeat, from power output not from the efficient side where I think Merc still has the edge ...
This year it`s fuel and combustion a priority for that being the largest area of development. But emphasis must be at the fuel side and that is for at least 2 reasons: one is that they are allowed fewer times (3 or 4) in the year when they could get an upgrade. And the second but the most important one is the calorific power hence fuel formulation. Those tiny percents which the petroleum companies are free to invent are so important nowadays. There are so magnificent technologies involved, using nanoparticles for improving combustion and lowers the internal friction and ICE wear ...
In conclusion, my argument for Ferrari ICE is the most powerful out there is due to fuel (formulation) rather than combustion (aka efficiency for Merc case) as there are some sources indicating that now Shell fuel formula gives them the upper hand in that HP race ... and another reason is that having max 160HP constant during the race they could also help them indirectly in the efficiency or fuel economy for they are using ICE less time than needed ...
I don’t think you can reduce these power units to a simple X + C calculation.
There are 4 possible power outputs. (When running at 100kg/hr)
1. Electric supercharger mode. Basic ICE + MGU-K + extra ICE (from reduced back pressure)
2. Self sustain plus mode Basic ICE + MGU-K
3. Self sustain mode Basic ICE + MGU-Kh (power depends on the MGU-H)
4. ICE mode. Basic ICE
The only thing that is likely to be common across the manufacturers is the MGU-K power, 120kW. The other components can be differentiators on pure power, but the electric components can also be differentiators if they can be used longer.
This brings us to energy harvesting, again there are multiple modes
5. Braking mode. MGU-K to ES under Braking
6. Resistance mode. MGU-K to ES under part throttle acceleration
7. Heat mode. MGU-H to ES (used with mode 4, and also part throttle)
8. Extra harvest mode. MGU-K to MGU-H to ES. Only Honda admit to this
5 and 6 must not exceed 2MJ per lap
The way this all works together means that there is a balancing act between basic ICE power (crank power) and turbine power (which goes to the MGU-H). So when you say Ferrari are ahead on Max ICE power you may well be right, but I don’t think it is certain that this is the whole story. We have heard Honda say that they can make more crank power but that then turbine power goes down.
At this point in the formula I think we are looking at marginal gains, at least for Ferrari and Mercedes.
Fortune favours the prepared; she has no favourites and takes no sides.
Truth is confirmed by inspection and delay; falsehood by haste and uncertainty : Tacitus