F1technical.net

godlameroso wrote:You realize that the original question asked about the solenoid actuator or whatever, not the pipe itself.

"What is the the yellowish coating on the wastegate actuator housings?"

Yes I was aware, but I somehow got confused by your replies.

The yellowish coating on the actuator, as I said might be some sort of ceramic coating, or maybe some sort of hard anodizing? Didn't make much sense for reg anodizing but depending on what the actuator internals actually are, maybe its hard anodized?

OK guys, now an extremely intersting link, with pictures of the Engine, telemetry graphs and whatnot:

https://www.amazon.co.jp/%E3%83%A2%E3%8 ... 2Y6RV63H2C

Click on the magazine cover.

Many thanks to JimmyTheFox at the Autosport Forum, and muramasa who explained the telemetry graphs (its all in japanese...):
in the telemetry graph, it's:

-----------
throttle
engine rpm
car velocity
---------
comprehensive output (ICE + MGU-K assist)
MGU-K
MGU-H
| deploy
| 0
| regenerate
-------
battery level
ES > MGU-K
MGU-K > ES
---------

In the graphs, several things can be seen:

In quali, (the second telemetry graph) compressor is fully driven electrically on the two first straights, in Austria. The power needed to do this is about half of what MGU-H recovers at full load during race (first graph).
Also, it becomes fully clear that in part load conditions, the MGU-K "loads" the engine to charge the ES. Can be seen perfectly at the exit of T2.

That's some amazing information. Thank you Muromasa and those who ported it over.

It's interesting that on the straights the MGU-H is driving the turbo, it goes some way to show why Honda are stuggling less on straights now but they of course have to get that back elsewhere. I assume all teams do this?

It's also interesting that there is no direct path between the MGU-H and the MGU-K. In stead the MGU-H charges the energy store and that powers the MGU-K.

I would love Wazari's opinion on this, i expect he could comment freely on something that is already in the public domain.

Looks amazing the fact MGU-K in the curves seems to tu run and extract some power from ICE and recharging ES, in order to have more energy for MGU-H in straights. Looks strange to me because the ES usable energy is limited by regulation. We need some experts to give possible clarifications

rules limiting 'genuine' (ie braking) K-recovery to 1 axle and 120 kW won't ever take up the whole of the 'ERS' lap-energy allowance
so driving the ICE to K-generate (ie generating outside the apparent braking zone) was very predictable

this can still be regarded as some recovery of waste energy (though it's not kinetic energy)
ie the waste presumably caused by lower ICE efficiency at partial power
this efficiency presumably being improved by the generator load added to the partial ICE output demanded by the driver in-corner

as road hybrids do in the equivalent part of their operating envelopes

Great Photos, too bad I don't read Japanese

http://www.espn.co.uk/f1/story/_/id/185 ... l-supplier

So does this means they are just supplier to renault or a major sponsor?

Cool, i make the little silver plugs in the wastegate actuator housings, they are Lee Plugs, we have a few dozen of them in the crankcase

That's crazy ... I remember a photoshoot in Car Magazine from the 90's (?) of an F1 car (Benetton Ford maybe ?) where they weren't allowed to shoot any pictures of the engine that had fasteners in view, as from standard fastener size other dimensions could be deduced. Nowadays it's all in the software I'm joking ! Guess software + internals + MGU's etc matter more ? And probably this engine's going into the (metaphorical) bin, so it doesn't matter so much.