beelsebob wrote: Juzh wrote:
beelsebob wrote:I'm puzzled by the "waste gate gets used some of the time" assertion. I was under the impression that that was banned in the regs.
They're used as a fail-safe device in case of mgu-h malfunction which could cause catastrophic ICE failure.
Sure – I know they exist, and they're used as a fail safe, but the assertion above is that they use it in normal
Aside – this may go some way to explaining why RedBull have heat issues – using the waste gate would imply dumping extremely hot air into the body of the car, which would naturally cause them to get a surprise on the amount of cooling needed.
Its quite clear in the technical posts above.
mgu-h is not banned in the regs.
mgu-h is not just a fail safe device.
wastegate is not causing RBR heat issues.
it is apparent that the current mgu-h technology does not have sufficient ability to be the sole boost control, it appears that a WG is being used to manage boost spikes where the mgu-h cannot react quickly enough. In addition there is presumably a point where boost control by braking the turbine causes a restriction to the engine and it becomes necessary to control the pressure with assistance from a traditional WG.
Finally the wastegate exhaust is highly likely to be plumbed in to the main exhaust. The heat issue is extremely likely to be caused by the "air cooled heat sink" referred to in the technical post which was receiving far more thermal load than Renault expected. I am at a complete loss as to why Renault have chosen to use this air cooled heat sink or why it could be preferably to a traditional wg.
Can anybody else expand on that last point?