Just on the turbo subject, koenigsegg seem have a good design but no idea how good it is?trinidefender wrote: ↑Wed Apr 18, 2018 12:07 amIf they do decide to drop the MGU-H then I hope they allow other technologies that have road relevance.
Mainly thinking variable valve control (lift, duration and timing) and variable nozzle turbine turbochargers.
VNT turbochargers are commonplace in diesels but are reliability limited by the high exhaust gas temperatures in petrol engines (it's my understanding that Porsche had a hell of a time trying to make theirs reliable in the 911). Development in this field will have direct applications for use in petrol road engines. Lastly they will reduce the lag that will inevitably accompany the loss of the MGU-H.
Variable valve control....well I'm pretty sure the benefits of developing that are apparent to everybody
That's the most confusing part about the 110kg of fuel for 2019 suggestion?
Freevalve is also far from being able to run at high rpm aka F1 levels.
Spring valve still good untill 13K rpm, unless they want engine to reviving to 15 K or 18K the variable technology cost still bearable. One question, could we design variable desmodromic valve to increase rpm? Also with current pneumatic valve, the timing can be adjusted, but is it possible to adjust lift also?MrPotatoHead wrote: ↑Wed Apr 18, 2018 2:11 amFreevalve is also far from being able to run at high rpm aka F1 levels.
I don’t believe they can even run over 6,000 rpm yet.
Yes, the increase in rpm is discussed to improve sound. However there is no further detail how much the increase is, i think 15k still the target from FIA
Honda had an MGU-H which was a little less efficient than the others. They were already sitting ducks on the straight. The cars without will be less powerfull and taking 20kg more fuel at the start.
The thing with this though is the teams could spend huge amounts on developing the units while not even using them.
Full electric + i.c.e. exhaust noise generator of any cylinder arrangement. Smaller fuel tank limits the dead weight. No mechanical load should allow one engine per season. Relevant to industry trends, while continuing development of nostalgic technologies.