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Ive seen articles saying the MGUH in the project one is 120kw. I expect this may be the same or better in the race car.

ringo wrote: ↑

12 Sep 2017, 22:52

Ive seen articles saying the MGUH in the project one is 120kw. I expect this may be the same or better in the race car.

It's not, and it's also not 120 kw in the road car. Article immediately makes itself look silly by saying merc ice generates 700 bhp which is known to be at least 100 bhp off. Anything written after that should not be taken seriously.

If anything 107 bhp generated by the mgu-h is consistent with the released document about energy deployment a while ago.

Yeah it's 90kw in the car from this video:

https://www.youtube.com/watch?v=RtPuCObRAbY

but for the F1 car i believe the MGUH can harvest 120kW or more. Thermodynamically about 240hp can be generated.

dren wrote: ↑

12 Sep 2017, 13:30

gruntguru wrote: ↑

12 Sep 2017, 04:20

dren wrote: ↑

11 Sep 2017, 23:55

http://www.caranddriver.com/news/merced ... -info-news

This is claiming the MGUH on the F1 PU is generating 107hp. I haven't seen that figure anywhere else. It also gives some more specifics into the Mercedes PU. I don't know how much is real or gleaned information, though.

"the MGU­-H develops 107 horsepower" - it doesn't say if that is in "motoring" or "generating" mode.

Would it need to motor at 107hp to turn a compressor...?

Depends on how fast you wish to accelerate the compressor and its mass moment of inertia.

Also, at full boost pressure and flow I believe the compressor requires more than 107hp to drive it. Gruntguru made some basic calcs on the matter a while ago IIRC.

Ballpark compressor drive power is 100 kW @ 4 bar abs, 70 kW @ 3 bar abs.

gruntguru wrote: ↑

13 Sep 2017, 06:41

Ballpark compressor drive power is 100 kW @ 4 bar abs, 70 kW @ 3 bar abs.

That's constant speed?

Yep. No idea of inertia or acceleration. I would assume that acceleration of the compressor is "as fast as possible" although the MGUH would normally motor the compressor during part load operation so that full boost is available immediately the throttles are opened.

https://www.autosport.com/f1/news/13177 ... yno-target

50% achieved on the dyno.

That's around 830hp from 1240kW for fuel flow (from Andy Cowell a year or so ago).

Around 990hp all up.

Pretty damn impressive. So they are nipping right at the 1000hp mark.

Oh great! The Mercedes power unit keeps getting better and better!

[quote=wuzak post]
50% achieved on the dyno.
That's around 830hp from 1240kW for fuel flow (from Andy Cowell a year or so ago).
Around 990hp all up.[/quote]

actually 830 hp from combined fuel burn and whatever in-cylinder oil burn
so maybe less than 50% bte ?

plus oil burn ex-cylinder increasing turbine power

btw 1 - please remind me is this (crankshaft + sustained MU-K) = 830 hp or (830 hp crankshaft + sustained MU-K) = 990 hp ?
btw 2 - and the power but not the efficiency will improve with any increase in the fuel kg-heat value

If we take the numbers on the article, 44->50% bte means 109 bhp for a 6% increase.
So that's 908 bhp for the 50% bte number

So if the V6Ts were to run at V10 fuel flows, you'd be looking at over 1600bhp!

Mercedes confirming that they achieved a conversion efficiency of more than 50% during dyno testing:

https://www.youtube.com/watch?v=rGDJqTDXgtg

Also the video shows the 2017 power unit in remarkable detail...

The plaques on the 2016 engines exhibited throughout the Brixworth plant state '>875 PS'.
Can't make much of it really.