F1technical.net

Rare view there. That V4 is so short. The transmission casing is like five times longer than the engine. Still mounting the H at an angle above the intake manifold, it seems.

It's difficult to see whether the GU-H is in yaw or not. Suspect you're right.
The engine is indeed incredibly compact, but you only need two cylinders in a row. The clutch and everything is probably in the gear box casing and the alternator and pumps are probably at the front.

The layout with a hot V and at turbo allow for the great packaging at the top, and the intercoolers are probably located as close to the inlet manifold as they can get it.

I love watching it.

Did you notice the red signs "KEEP CALM and remove BEFORE FLIGHT" in the sidepods?

iichel wrote: ↑

14 May 2018, 10:57

...
The layout with a hot V and at turbo allow for the great packaging at the top, and the intercoolers are probably located as close to the inlet manifold as they can get it...

I don't think it's a hot V? It looks like the turbo is fed from the outside of the V and the GU-H is mounted in the V to keep it close to the waste gate..?

Can someone please explain to me how the GU-H layout works?

I'm assuming the V4 has a normal turbo layout but all the waste heat from the turbo drives a second down stream turbine linked to an electric generator?

(Pssst.. this thread is supposed to be about 'images', & there aint nonsuch, so far on this page.. 'just sayin'')

I stand corrected. It's not a hot V.
I guess the GU-H is almost the same as the F1 MGU-H except it doesn't power the compressor/turbine but only harvests.

djos wrote: ↑

14 May 2018, 12:42

Can someone please explain to me how the GU-H layout works?

I'm assuming the V4 has a normal turbo layout but all the waste heat from the turbo drives a second down stream turbine linked to an electric generator?

I believe so. Sequential turbo, in that sense, with only one attached to a compressor. Maybe it's tied in with the primary turbo's wastegate as well. That could be a workaround for any VGT bans. The primary turbo could be designed around a lot of wastegate bypass and actuation. Is VGT legal in LMP1?

roon wrote: ↑

15 May 2018, 00:38

djos wrote: ↑

14 May 2018, 12:42

Can someone please explain to me how the GU-H layout works?

I'm assuming the V4 has a normal turbo layout but all the waste heat from the turbo drives a second down stream turbine linked to an electric generator?

I believe so. Sequential turbo, in that sense, with only one attached to a compressor. Maybe it's tied in with the primary turbo's wastegate as well. That could be a workaround for any VGT bans. The primary turbo could be designed around a lot of wastegate bypass and actuation. Is VGT legal in LMP1?

I think i read somewhere that they use VGT on the TC. Not sure about the GU-H turbine though. I'm pretty sure the car only has two exhaust pipes, but maybe 3 for full bypass if the H fails?

That's not a picture. But I wanted to share it.

https://www.youtube.com/watch?v=28ll-QLST3U

One more 919 image from the facebook group Mulsannes Corner

Another 90* Mercedes racing V6 with a big pump hanging off the front, and an electrical machine between the cylinder banks. The 2.5L naturally aspirated M 106 from the mid-nineties, fielded in DTM.





The volutes even exit in same lower right quadrant.

Now.. if you're really gonna strap on a turbine.. as Bruce Wayne sez.. 'Make it a doozy'..

J.A.W.;
What is that monster?
In keeping with the thread... I always thought the Areil square 4 was a pretty little engine.
Back when I was riding limeys a friend owned one and while it didn't handle particularly well it had gobs of power compared to the Triumphs and BSAs.

.

that is a unique private 1980s build by Peter Wakefield in the UK
(to have Ariel conventional swinging-arm rear suspension ie hydraulically damped)
there was never a factory mk 4
the conventional Ariel (singles and twins from 1955) was good - years later used to win the UK hillclimb championship

production Sq 4s ended with mk 2 (4-pipe all-alloy) after the now-called Mk1 (2-pipe all-alloy) and previous iron engine
postwar Squariels had Ariel's unique (Anstey ?) version of 'plunger' suspension
this had a link to give correct chain tension and as other plungers damping only from incidental friction
quite long travel but little damping - not a good system for speed merchants but good with sidecars
(for about 5 years after WW2 only doctors etc were allowed to buy new cars)

the mk 3 was a factory prototype only - yes the suspension was different
seemingly a few developed Squariels were later made in Canada - 1150 cc ohc ?
and Healey in the UK built about 50 with overhauled used mk 2 engines and the Egli frame

I just grabbed that picture to show one. I have no idea what year/mark my friends was. I just know it was faster than my Triumph and other friends BSAs etc.. Most of our limeys fell into the 58s or so years.
I always felt it was cool looking for a motorcycle engine of that era.
Thanks for the info though.