godlameroso wrote: ↑
Thu Feb 14, 2019 1:07 pm
henry wrote: ↑
Thu Feb 14, 2019 10:17 am
godlameroso wrote: ↑
Thu Feb 14, 2019 3:47 am
1,000hp is not possible out of the dyno.
ICE max 740hp + 160hp MGUK max + 80hp from MGU-H = 980hp Renault is not getting 740bhp from their engine, I don't think anyone is.
You cannot add H to K to get PU output.
In output mode the H either feeds the K or the ES or both simultaneously.
Your values for max H output and max ICE output seem low. If, as Andy Cowell suggests, Mercedes are getting 1000hp that suggests ICE 840hp and Honda have quoted 70kW (95hp) from the H. Obviously those two values don’t occur simultaneously.
I understand that, do you understand that turbines take energy to produce boost? About 90hp to produce ~4bar, the MGU-H can provide that power. In other words the power gained by removing all back pressure from the exhaust while still having full power from the engine, is power being provided by the MGU-H. So yes MGU-H gives more crankshaft power and is added to total output.
740hp for an ICE with no help from the MGU-H is a very realistic estimate.
Apologies I hadn’t realised the mental model you were using.
I agree that the H can provide power to drive the compressor, however I don’t agree that this is the only source of compressor power, the turbine will continue to provide some power particularly from blowdown. So I don’t think you can simply add the power delivered to the compressor by the H to the ICE power. As I understand it the increase in power by this route comes from the reduction in backpressure, reducing the pressure differential between intake and exhaust and so doing additional work on the pistons.
Your suggestion of 740 hp as a maximum ICE output would suggest that the maximum output of the PU when max ICE is combined with max K is 900hp. I have seen figures in the range 910 to 930 but I don’t think your figure is unreasonable.
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