Mudflap wrote: ↑
Tue Mar 20, 2018 11:55 am
wuzak wrote: ↑
Mon Mar 19, 2018 3:22 am
Some funny numbers, though.
1,208hp @ 11,388rpm at 1.61s!
It is down to speedo sampling. Eg if it jumps by 4 kph in 0.25 sec the acceleration and hence calculated power is huge. The in the next 0.25 sec it only goes up 1 kph and instantaneous power is very low. It is very unfortunate that they won't release proper telemetry
As I have said earlier if your smooth the speed curve you would see quite useful numbers.
The speed curve is inherently smooth. The only significant causes of discontinuity are DRS engagement/disengagement, PU mode switch and, of course, gear change.
Using your data smoothed using a cubic it was possible to obtain a PU power curve, in 7th gear, with a peak of 683 KW (930 up) which is the sort of number that is touted as Ferrari’s qualifying peak.
To achieve that I used the following:
Car mass 791 kg *
Frontal area 1.442 m^2
Cd @260 kph 0.86
Cd @313 kph 0.72
Transmission efficiency 0.95
* base mass 728 kg, fuel 7kg, referred inertia for wheels & tyres 56 kg (I did some calcs back when 17” wheels were proposed)
The Cd values are in the ballbark of the values Prof Limebeer gives in his 2013 paper “ Optimal control of Formula One car energy recovery systems “ 0.92 and 0.83. The change in Cd is important to make the lower part of the power curve for the two gears co-linear.
The wheel inertia mass “feels” high, if it is the Cd values would rise to bring the peak power to the target.
Fortune favours the prepared; she has no favourites and takes no sides.
Truth is confirmed by inspection and delay; falsehood by haste and uncertainty : Tacitus