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wuzak wrote:No, because if you gear the compressor it is, by definition, not linked by a common shaft. There must be a second shaft.

How about if some sort of planetary gear system was used around/within the compressor?

Blaze1 wrote:

wuzak wrote:No, because if you gear the compressor it is, by definition, not linked by a common shaft. There must be a second shaft.

How about if some sort of planetary gear system was used around/within the compressor?

It is still no linked by a common shaft. It would be linked by a shaft and some gears, and the shaft would not be "common" to both the compressor and turbine.

wuzak wrote:

Blaze1 wrote:

wuzak wrote:No, because if you gear the compressor it is, by definition, not linked by a common shaft. There must be a second shaft.

How about if some sort of planetary gear system was used around/within the compressor?

It is still no linked by a common shaft. It would be linked by a shaft and some gears, and the shaft would not be "common" to both the compressor and turbine.

I see. Thanks.

These turbos are large-ish. their max rpm is a bit slower than most road car turbines.

At its fastest point the turbocharger is rotating at 100,000 revolutions
per minute, or over 1,500 times per second, so t

wuzak wrote: Also, that the MGU-K will be limited, normally, by the 2MJ limit (the amount that it can recover on a given lap). Not the 4MJ/33.3s that is the maximum.

Given that MGU-k will be assisted by MGU-h which can per rules deliver unlimited power to either mgu-k or ES (max 4MJ), is this 2MJ limit on mgu-k part really going to be such a problem? How much can MGU-h realistically recover?

Juzh wrote:

wuzak wrote: Also, that the MGU-K will be limited, normally, by the 2MJ limit (the amount that it can recover on a given lap). Not the 4MJ/33.3s that is the maximum.

Given that MGU-k will be assisted by MGU-h which can per rules deliver unlimited power to either mgu-k or ES (max 4MJ), is this 2MJ limit on mgu-k part really going to be such a problem? How much can MGU-h realistically recover?

Energy generation:
Say 60% full throttle per Lap gives 50s
Say 90kW is the max generating power of MGU-H
50s * 90kW = 4.5MJ

Let's assume MGU-K can recover 1MJ per lap (max 2 allowed, but hardly possible to achieve), MGU-H could be used to store the remaining 3 MJ (unlimited in regs) and can feed 1.5MJ directly to MGU-K (also unlimited)

Now combine everything, and it boils down to software contest. Each track has to be analyzed and simulated extensively as to at which point in track which strategy gives the most regarding laptime within the fuel restrictions (100 kg/h instantaneous flow and 100kg per race absolute).

I see it that they will use the MGU-H directly more often than not.

Inside the 2014 Renault F1 engine with Scarbs

[youtube]http://www.youtube.com/watch?v=4vIjJg0lXgc[/youtube]

ringo wrote: what is for certain though, is that air flow will be very critical next year. It sounds counterintuitive, but if a team wants smaller sidepods, they must create bigger intake air holes for the radiators.

big gaping holes this year it seems.

That williams rending actually looks rather good, the nose is not as fugly as I thought that design would Be.

Hey guys, new user, just have been having a browse on this thread about the new power plants, and have a quick question (couldn't find the answer).

Will there be any detrimental effects of the ERS spinning the turbo up ahead of the exhaust gases being able to power the turbine wheel? I understand it works like an electric anti-lag, but I was wondering if there would be any issues with air flow from the exhaust ports.

Great forum, Thanks!

You will create a lower pressure at the exhaust valves while spooling up the turbo, but that will not have a detrimental effect to my knowledge. In cylinder air flow may also be slightly affected, but they will figure this in.

WhiteBlue wrote:You will create a lower pressure at the exhaust valves while spooling up the turbo, but that will not have a detrimental effect to my knowledge. In cylinder air flow may also be slightly affected, but they will figure this in.

This is where VVT could have been useful for example. To close the exhaust valves earlier in that stage.

But in a direct injection engine its not a big problem if some air bleeds into the exhaust before the exhaust valves closes. It wont draw any fuel with it as long as you inject after the exhaust valve is closed.

big trouble:

http://translate.google.de/translate?sl ... ml&act=url

Ferrai thinks there is no need for a turbo-protection-hull, Mercedes and Renault disagree, Ferrari saves some KG in a very sensitive area regarding COG

FrukostScones wrote:big trouble:

http://translate.google.de/translate?sl ... ml&act=url

Ferrai thinks there is no need for a turbo-protection-hull, Mercedes and Renault disagree, Ferrari saves some KG in a very sensitive area regarding COG

So Ferrari could be in trouble if they need to add protection?