Power-differentiation in 2014 and beyond?

[donskar]

KERS. HERS. SERS? And cost reduction? One of these does not fit with the others.

Admittedly, my auto engineering education is dated (remember drum brakes, carburetors, breaker point ignition?) BUT common sense is baffled by the notion that this sort of technology can be designed, developed, implemented, and then perfected at anything less than enormous expense. And THEN the development race begins.

I agree with previous posters who opine that the FIA rarely gets technical restrictions right and that this green movement is largely a marketing charade. I look forward to F1 finally allowing some progress in powerplant development, but I think that the costs involved in that area will hasten the movement to spec car generic components in other areas: brakes, transmissions, tubs? Can the teams develop these exciting powertrains AND continue the endless aero development that has dominated F1 for decades?

[raymondu999]

I have a very idiotic question but I'll ask nonetheless. From what little experience I have with turbos in track and road cars; kind of the bigger the turbo is; the larger the turbo lag; and larger the boost. The reverse is also true. I'm sure I'm not using the right terms somewhere but hopefully someone will understand me.

Will this be decided by the engine manufacturers (i.e. come in as a package with the engine) or the constructors? Turbo "size" I mean. Or is it mandated to be of a certain size/lag/boost by the FIA?

If it was decided by constructors/engine supplier, I wonder; could this add a complication into car setup? i.e. have a different turbo "size" with different lag/boost characteristics for different circuits?

[Dragonfly]

Don't worry. FIA will find a way to remove any competitive intent.

[JohnsonsEvilTwin]

The turbo is part of the engine and will therefore be subject to homologation as we have now, so far as I'm aware. Dimensions etc will be specified as per fia regs...Also, the boost pressure will be limited as per FIA rules.

So no bucket sized turbos or stupidly high pressures.

[noname]

I have a very idiotic question but I'll ask nonetheless. From what little experience I have with turbos in track and road cars; kind of the bigger the turbo is; the larger the turbo lag; and larger the boost. The reverse is also true. I'm sure I'm not using the right terms somewhere but hopefully someone will understand me.

Will this be decided by the engine manufacturers (i.e. come in as a package with the engine) or the constructors? Turbo "size" I mean. Or is it mandated to be of a certain size/lag/boost by the FIA?

If it was decided by constructors/engine supplier, I wonder; could this add a complication into car setup? i.e. have a different turbo "size" with different lag/boost characteristics for different circuits?

Boost (understood as Pressure Ratio generated by compressor) does not scale with the size, it's aero dependent.

Flow capacity and efficiency (in some way influencing the boost) are clearly size-dependent.

[jamsbong]

All these talk about the V6 turbo engine but I think we are forgetting that the KERS power is going to be doubled and later on turbo-compouding to charge KERS or add power to engine. I think the 2 additional power source on top of the V6 is going to add more performance than focusing on improving the engine alone.

Does anyone know if the 2014 rules will allow freedom to gearbox development? at the moment, F1 is stuck at 7speed which is pathetic considering even a lowly Hyundai Genesis has an 8speed tranny with 10speed in the makings. FIA should know that a good gearbox contributes to less emissions which is SOO IMPORTANT nowadays...