F1technical.net

dren wrote:

SiLo wrote:I was under the impression they were producing a lot more than 700hp?

Would you believe 701hp?

There are reports that the MHPE engine self-ignited when trying to match Ferrari's 700 Hp, using Petronas' new superfuel.

richard_leeds wrote:Nice of them to be specific about which bit of the engine failed!

Would a test room like that would have built in fire suppression? I guess a system like that would automatically call the fire brigade?

http://www.autosport.com/news/report.php/id/111628

its normal procedure for the team. it was just an oil leak - so they say

astracrazy wrote: ...
its normal procedure for the team. it was just an oil leak - so they say

Journo in 1981; "You retired the Alfa Romeo from an oil leak?"

Mario; "Yeah, it came out from that hole in the engine block."

Interestingly, during WW2 Rolls-Royce's engine test cells were, IIRC, cleaned with petrol....

A V6 has even angular ignition spacing (?) per cylinder bank, but a 90 deg unit has not, if all six cylinders are looked at. This assuming that the racing units have 120 deg crankshaft without offset con rods as some production units have.

As the exhausts have to be conveyed into one turbine, how will this be handled? Different exhaust manifold lengths for left and right bank?

Abarth wrote:A V6 has even angular ignition spacing (?) per cylinder bank, but a 90 deg unit has not, if all six cylinders are looked at. This assuming that the racing units have 120 deg crankshaft without offset con rods as some production units have.

As the exhausts have to be conveyed into one turbine, how will this be handled? Different exhaust manifold lengths for left and right bank?

Twin scroll/dual entry turbine.

One bank feeds one scroll, and the other bank feeds the other scroll, and never the twain shall meet.

i just read a pretty boring interview with peter schöggl (he's helping some teams with their simulators) and he hinted at some use for the exhaust gasses. he states that you are not allowed to blow something with the gasses, but you can convert them. he didn't say anything specific. so i guess there'll be some interesting things goig on with the gasses.
you can read the full story here:

http://www.motorsport-total.com/f1/news ... 12606.html

I thought the driver wouldnt have a button to activate ERS anymore. According to Schöggl they do.

Holm86 wrote:I thought the driver wouldnt have a button to activate ERS anymore. According to Schöggl they do.

At least McLaren will have a Button.

xpensive wrote:

Holm86 wrote:I thought the driver wouldnt have a button to activate ERS anymore. According to Schöggl they do.

At least McLaren will have a Button.

Yes I know But will drives be able to activate the ERS themselves?? Thought it had to be managed by the ECU in 2014.

Abarth wrote:A V6 has even angular ignition spacing (?) per cylinder bank, but a 90 deg unit has not, if all six cylinders are looked at.
......... As the exhausts have to be conveyed into one turbine, how will this be handled?
Different exhaust manifold lengths for left and right bank?

the early Renault pictures seemed to me to show this
anyway, wouldn't it be possible/desirable to use twin-scroll be used in combination with different pipe lengths as above ?

skoop wrote:i just read a pretty boring interview with peter schöggl (he's helping some teams with their simulators) and he hinted at some use for the exhaust gasses. he states that you are not allowed to blow something with the gasses, but you can convert them. he didn't say anything specific. so i guess there'll be some interesting things goig on with the gasses.
you can read the full story here:

http://www.motorsport-total.com/f1/news ... 12606.html

"Convert them". I guess that means generate power with the MGUH.

Holm86 wrote:

xpensive wrote:

Holm86 wrote:I thought the driver wouldnt have a button to activate ERS anymore. According to Schöggl they do.

At least McLaren will have a Button.

Yes I know But will drives be able to activate the ERS themselves?? Thought it had to be managed by the ECU in 2014.

Yes, via the go-pedal.

Holm86 wrote:

xpensive wrote:

Holm86 wrote:I thought the driver wouldnt have a button to activate ERS anymore. According to Schöggl they do.

At least McLaren will have a Button.

Yes I know But will drives be able to activate the ERS themselves?? Thought it had to be managed by the ECU in 2014.

Mercedes at least will be in built.

Seems logical that the driver atleast can have control over it (being a button, a switch, or whatever): With 2MJ allowance per lap to harvest for mgu-k, but with a maximum output of 4MJ over 33,33s per lap allowed, the mgu-k can be either used for support power all round long, or when needed as a boost. So if a driver is stuck behind an other driver, and he wants to use the full power over those 33,33s, he first needs to set the mgu-k for less output so that he atleast harvests more then he uses. When the full 4MJ mgu-k is charged, he will need to set it for max output.