That's a con as old as the internet. You would need a monstrous alternator that would actually offset the gains and would still leave the exhaust gases unused. There are 50 dollars "electric turbos" for sale and they really increase your power, if you just believe it hard enough.autogyro wrote:electric supercharged
Intercooler placement will be a major packaging decision. Is a return to the above (intercooler on one side, radiator opposite) expected? Or will we see one or two extra intakes for the intercooler?ringo wrote:
Be careful now!autogyro wrote:Silly me, I didnt think did I.
Exhaust driven turbine driving a generator directly linked electricaly to an electric driven compressor.
Few pipes and no transfer of heat from the turbine housing to the compressor.
Might not even need an intercooler.
Both mounted low down on either side.
Still a shame about the poppet valves and the four strokes but I suppose it stretches ic production artificialy for another 20 years or so and keeps the banks happy.
Yes, and besides that you would have no energy left for the compounding, which means a less powerful Kers with a less powerful engine. Worst case scenario is what happens when engineering is replaced by conning.ringo wrote:The heat produced by a compressor is not from the turbine! It's from doing work on the air. That heat will be there regardless if the compressor is detatched from the turbine.
The temperature leaving the compressor will be 96 degrees celcius by my calculation. This is for a 76% efficiency. You will need an inter cooler!
Placing a generator in between the turbine and compressor would do more harm than good as well. A generator is 80% efficient. So the turbine to compressor relationship will behave as if it was 20% less efficient.
how do you plan to spin a turbine fast enough if it is connected to the crank.joseff wrote:Okay, how about autogyro's idea but with mechanical coupling?
So you have the turbine on the exhaust side, then a propshaft going through the engine, probably through the crankcase. The compressor is then on the intake side.
The intercooler goes on top and fed by the usual roll hoop ram intake
- shorter exhaust manifold
- shorter intake path
- vertical cylinders (better in terms of wear?)
- smaller footprint like a 2.4 V8
I'm not sure I understand the lack of KERS storage... what are you going to do with the energy you recover whilst braking? You can't use it at that moment (i.e. you don't want to be generating engine power whilst braking) so you've got to store it somewhere....????Autogyro wrote:You might even be able to do away with most of the KERS storage.
Hans Stuck, Volkswagen wrote:The conditions for a possible entrance of the Volkswagen group have been created. We have not decided anything, but we very much welcome the FIA's decision. The engine rules are a good starting point for Volkswagen in Formula One.
The development cost of the new engine formula is a one of. The up side is the engine cost reduction over the long run.Norbert Haug, Mercedes wrote:The new rules will slash engine budgets by at least a quarter.