Yes if you close the waste gates that's exactly what happens, all the gases goes through the turbine scroll and through the turbine scroll dedicated exhaust tailpipe as per the rules, and no that is not illegal. what is illegal is for scroll turbine exhaust gases to go out of waste gates dedicated exhaust tailpipes, or for waste gates exhaust gases to go out of dedicated exhaust turbine scroll dedicated exhaust tailpipe.gruntguru wrote: ↑23 Jul 2018, 04:01Erm, if you close the wastegate thats exactly what happens!!! All the gas goes through the turbine. Is it now illegal to close the wastegate?saviour stivala wrote: ↑22 Jul 2018, 13:17according to the rules waste gate/s need have it's own dedicated exhaust pipe which means it is against the rules to vent/bypass waste gates exhaust gasses through the scroll housing.
I read that too. Fantastic idea! Way to go Ferrari!xtremeclock wrote: ↑23 Jul 2018, 14:27Mark Hughes: https://www.motorsportmagazine.com/repo ... rix-report
Ferrari has been doing great work on its power unit, giving it a clear advantage. There are suggestions that its twin battery arrangement might have allowed a recent breakthrough in allowing it to simultaneously deploy and harvest. So, for example, one battery could be deploying to the MGUk while the MGUh is harvesting for the other battery.
The recent gains, whatever they are, have been spectacular and apply just as much to the spec 1 engine still in Räikkönen’s car as to the spec 2 units in everyone else’s.
Obviously a step in the right direction. I remember reading that it was still one battery but treated as two virtual batteries, is there any new information on their setup?digitalrurouni wrote: ↑23 Jul 2018, 16:53I read that too. Fantastic idea! Way to go Ferrari!xtremeclock wrote: ↑23 Jul 2018, 14:27Mark Hughes: https://www.motorsportmagazine.com/repo ... rix-report
Ferrari has been doing great work on its power unit, giving it a clear advantage. There are suggestions that its twin battery arrangement might have allowed a recent breakthrough in allowing it to simultaneously deploy and harvest. So, for example, one battery could be deploying to the MGUk while the MGUh is harvesting for the other battery.
The recent gains, whatever they are, have been spectacular and apply just as much to the spec 1 engine still in Räikkönen’s car as to the spec 2 units in everyone else’s.
This push me pull you idea doesn’t sound very feasible. All the ES flow goes through a single sensor. So the only way I can think of doing this is by interleaving the flows in time. If you interleave you have tonincrease the instantaneous power to get to the allowable 120kW continuous power, I’m not sure that could be done legally.xtremeclock wrote: ↑23 Jul 2018, 14:27Mark Hughes: https://www.motorsportmagazine.com/repo ... rix-report
Ferrari has been doing great work on its power unit, giving it a clear advantage. There are suggestions that its twin battery arrangement might have allowed a recent breakthrough in allowing it to simultaneously deploy and harvest. So, for example, one battery could be deploying to the MGUk while the MGUh is harvesting for the other battery.
The recent gains, whatever they are, have been spectacular and apply just as much to the spec 1 engine still in Räikkönen’s car as to the spec 2 units in everyone else’s.
There are TWO sensors. One measures everything in and out of the ES, the other everything in and out of the MGU-K.digitalrurouni wrote: ↑23 Jul 2018, 17:36So both the energy to harvest and deploy goes through the same ES sensor? I must have missed that.
Ah ok thanks. On the same page now.henry wrote: ↑23 Jul 2018, 17:56There are TWO sensors. One measures everything in and out of the ES, the other everything in and out of the MGU-K.digitalrurouni wrote: ↑23 Jul 2018, 17:36So both the energy to harvest and deploy goes through the same ES sensor? I must have missed that.
I have no idea how they manage the energy flow regulations with just those two. SOC seems relatively straightforward.
Forgive me if I'm wrong but there is very little point in doing that. Teams have all the interest in the world to send energy from H to K, especially in qualifying, due to the 4MJ limit. Not saying it can't be useful in any circumstance, but make for any power gain. At the end of the day the trick is to run free load as long as you can. So maybe they could actually be feeding both H and K simultaneously, but I guess everyone is.xtremeclock wrote: ↑23 Jul 2018, 14:27Mark Hughes: https://www.motorsportmagazine.com/repo ... rix-report
Ferrari has been doing great work on its power unit, giving it a clear advantage. There are suggestions that its twin battery arrangement might have allowed a recent breakthrough in allowing it to simultaneously deploy and harvest. So, for example, one battery could be deploying to the MGUk while the MGUh is harvesting for the other battery.
The recent gains, whatever they are, have been spectacular and apply just as much to the spec 1 engine still in Räikkönen’s car as to the spec 2 units in everyone else’s.
Can anyone suggest why they would want to do this? If the car is harvesting and deploying simultaneously, it is best to send the energy direct eg H>K or K>H because those flows are (energy) unlimited whereas any energy sent ES>K or K>ES is subject to a "per lap" limit.xtremeclock wrote: ↑23 Jul 2018, 14:27Mark Hughes: https://www.motorsportmagazine.com/repo ... rix-report
Ferrari has been doing great work on its power unit, giving it a clear advantage. There are suggestions that its twin battery arrangement might have allowed a recent breakthrough in allowing it to simultaneously deploy and harvest. So, for example, one battery could be deploying to the MGUk while the MGUh is harvesting for the other battery.
Not sure what exactly your looking for but check out the Honda article if you haven’t already, especially the part about Extra Harvest. viewtopic.php?p=733944#p733944apexcontrol wrote: ↑23 Jul 2018, 23:25Yeah hmm what the heck is going on with pu of ferrari ...i realy need to know
How on earth without pu change they get so much extra poweroutput.
There must be something we have overlook. Is it maybe to obvious ?
How and when can get so much power from the h
Can some one explain the harvesting part of the h .....
That’s where my thinking is (with you). Even if the H couldn’t supply enough, take the remaining balance from the ES. The only way it makes sense in my mind if they’ve unlocked something big in their interpretation of the rules that the others havent thought of.gruntguru wrote: ↑24 Jul 2018, 00:54Can anyone suggest why they would want to do this? If the car is harvesting and deploying simultaneously, it is best to send the energy direct eg H>K or K>H because those flows are (energy) unlimited whereas any energy sent ES>K or K>ES is subject to a "per lap" limit.xtremeclock wrote: ↑23 Jul 2018, 14:27Mark Hughes: https://www.motorsportmagazine.com/repo ... rix-report
Ferrari has been doing great work on its power unit, giving it a clear advantage. There are suggestions that its twin battery arrangement might have allowed a recent breakthrough in allowing it to simultaneously deploy and harvest. So, for example, one battery could be deploying to the MGUk while the MGUh is harvesting for the other battery.