ACRO wrote: ↑
Thu May 30, 2019 10:16 pm
great comments and inputs gents !
Nonserviam85 wrote: ↑
Tue May 28, 2019 11:05 am
The main focus actually was to increase rpm and reduce weight, I don’t seem to remember that the compression ratio and volumetric efficiencies to be as crucial back in the day.
i think they took every effort to also raise volumentric efficiency , so bmep , so torque . torque x rpm was the power .
i have read carefully honda f1 documents about 3rd era NA f1 engines , a great reading and information ! :
https://www.google.com/url?sa=t&source= ... rBsMWwvAXx
with moving trumpets , airbox design , high pressure fuel nozzles taking away latent heat of the fuel / air mixture by vaporizing , valve and head improvements and much more they battled to make the engine suck in as much air as only possible without turbocharging .
since nevertheless an atmo has physical limits in bmep they - like we discuss here - went more and more in rpm to raise power and with this in my opinion we in the 2000,s saw the most extreme b/s ratios and finest internal mechanical solutions ever introduced in a piston engine .
at this time the spectator was only informed about rpm,s they rev . the design approch and internal dimensions were secret.
i,m still very interested in bore and stroke of the still for me unknown cosworth , renault and ilmor of this time .
“Cosworth, Renault and Ilmor”. (3.0-litre V10).
Cosworth TJ 3.0-litre V10:- 2005 series 10 915BHP@18500rpm had 95mm pistons.
Ilmor 3.0-litre V10 exclusively supplied to maclaren:- specification=bore undisclosed.
Renault 3.0-litre V10 RS21, RS22 and RS23 by Jean Jacques His:- specification never even disclosed.
Notes about Cosworth:- What is known as the TJ was an internal designation while CR was an external designation. CR are press release names to ownership, CK, TJ are internal designation.
The TJ 3.0-litre V10 had 12 updates (series 1 to series 12).
2003 external (CR-5) internal (TJ2003) Jaguar R4.
2004 external (CR-6) internal (TJ2004) Jaguar R5.
2005 external (TJ005) internal (TJ2005) Red Bull RB1.
CK family, CR-1 to CR-3 were 72 degree bank angle.
LK family CR-4 and RS1 were 72 bank angle.
TJ family was 90 degree bank angle.