The team of the Cavallino has built its base around the motor 062 which is definitely a quantum leap compared to the unit last year: the work done on the turbo and sull'ERS allows charging more efficient electricity with MGU- H, having lowered to 3.5 bar, the maximum pressure value, while in 2016 the engineers from Maranello had arrived to 5.5 bar that generated a counter-pressure on the exhaust valves in some situations had the reliability of 6 cylinders . In the new configuration, drivers may take advantage of the electric power (max 160 horses) for a lap time by almost 50 seconds, much more than in the past.
But vitaminizzare the internal combustion engine must have been also a new Shell petrol with valid anti-detonating factors which led to the heart dl Cavallino to find the reliability that was lacking a few weeks ago: a passage perhaps decisive leap in the overall quality of the Red .
Ferrari has completed eight days of testing with the same engine (also Haas), a sign that the reliability of the mechanics is reached: gave no problems not even change, one of the Achilles heels of the SF16-H whose replacements They had cost fifty lost positions on the grid.
Being able to run the MGUK at full power for around 50s gives them ~6MJ. That means at least 4MJ extracted from the MGUH per lap.
If we use Barcelona as the gage, the lap time is ~80s. Which means the MGUH, on average over the lap, generates ~50kW.
Let's take that one step further. You have assumed 2MJ of MGUK harvesting which will take a minimum of 16.66 seconds leaving less than 63 seconds for the MGUH to harvest 4 MJ - an average of 63 kW.
Being able to run the MGUK at full power for around 50s gives them ~6MJ. That means at least 4MJ extracted from the MGUH per lap.
If we use Barcelona as the gauge, the lap time is ~80s. Which means the MGUH, on average over the lap, generates ~50kW.
Let's take that one step further. You have assumed 2MJ of MGUK harvesting which will take a minimum of 16.66 seconds leaving less than 63 seconds for the MGUH to harvest 4 MJ - an average of 63 kW.
Good point.
It is quite conceivable that the MGUH also fills in some of that 2MJ.
And comparing that to LMP1 regs, the maximum energy harvest per lap is 8MJ (also 6MJ and 4MJ classes) around the Le Mans track, around 3 minutes and 20 seconds per lap. So F1 is recovering as much energy (as the second highest energy class) in about 40% of the lap time.
Re: Ferrari Power Unit
Posted: 16 Mar 2017, 13:50
by godlameroso
LMP1 energy rate is a function of distance. LeMans is just over 8 miles, 8MJ so roughly 1MJ per mile. Most F1 tracks that WEC race on are less than 4 miles, except for Spa. So really F1 has higher harvesting rates, and their MGU-K has 1/3rd of the power and only harvests from the rear. Goes to show how advanced these power units are.
Re: Ferrari Power Unit
Posted: 18 Mar 2017, 21:18
by Mr.G
Probably already posted, but do we know what layout is Ferrari using for the PU?
Presumably that means he was good for fuel to the end of the race. Which contrasts what has been said about Kimi needing to fuel save.
Good point. It's possible that drivers are given some discretion about their starting fuel-level just like they are given some discretion about other strategic issues (tire choice, how many stints, when to pit, how much wing to run, etc.). So maybe Kimi made a choice to start with a few less kilos of fuel than Vettel.
Re: Ferrari Power Unit
Posted: 02 Apr 2017, 20:05
by 63l8qrrfy6
kimi had ERS issues - maybe his PU's TE dropped as a consequence ?
anyways, airboxes seem to be shorter 
