F1technical.net

Abarth wrote:

WhiteBlue wrote:[...] So it would not surprise me when Merc comes out of the race for performance and reliability ahead of Ferari and Renault. The first half of testing very much points into this direction.

Is there any evidence that Ferrari / Sauber / Marussia had troubles with ERS?

Not having significant trouble isn't the criterion for success IMO. Hard -and software of the ERS will be absolutely critical to performance and reliabiluty this year. Not the ICE, not the turbo but the electrical recovery systems and their best management will be crucial for the 2014 constructor championship.

Rumor has it the reason the Ferrari engine sounds different is that they are supposedly not 'blipping' the throttle on down-shifts to rev-match. Instead they are using the ERS to match RPM's on down-shifts, thus saving fuel.

tuj wrote:Rumor has it the reason the Ferrari engine sounds different is that they are supposedly not 'blipping' the throttle on down-shifts to rev-match. Instead they are using the ERS to match RPM's on down-shifts, thus saving fuel.

The reports about sound difference was on WOT acceleration and not on decel

321apex wrote:

tuj wrote:Rumor has it the reason the Ferrari engine sounds different is that they are supposedly not 'blipping' the throttle on down-shifts to rev-match. Instead they are using the ERS to match RPM's on down-shifts, thus saving fuel.

The reports about sound difference was on WOT acceleration and not on decel

That is not true. There have been numerous track side comments pointing out how much quieter the Ferrari engine is during deceleration.

Is maldonado a troll? Hes already talking like his cars gonna win first race? Why are the Lotus people so confident?

Im curious to know

Time for some fun?

I think it would be cool to see what every ones predictions are for the 2014 engines HP (engine HP /combine HP) attach in their signature.

Were about to find out in the very near future.

how are we ever going to find out? I have never seen a dyno run of a 2013 engine or any of the last 3 years. Do you have a link to the actual power figures for a 2013 V8 engine? Seems to me like even though the V8 era is over for now, those would still be highly guarded secrets.

pgfpro wrote:Time for some fun?

I think it would be cool to see what every ones predictions are for the 2014 engines HP (engine HP /combine HP) attach in their signature.

Were about to find out in the very near future.

540HP - ICE
160HP - MGU
700HP - Total

tuj wrote:The Ferrari engine is the most compact laterally and uses an air-water-air intercooler, therefore it can run significantly smaller sidepods, thus reducing drag. Also, don't forget that top speed is often also an indicator of a lack of down-force in F1.

Where did you get this idea from?
And why would the sidepods be smaller if it still would require the same surface area for air to heat exchanger transfer?
air to water to air doesn't make any difference on an open wheeler like an F1 car. It only makes sense on cars that have sizable interior spaces. Almost every area on an F1 car is exposed to the air, and there are no interior spaces, as everything is tightly packaged.
You wont find any space to place that air to water intercooler. And then you still have another intercooler to locate and a water pump.

Juzh wrote:

atanatizante wrote:http://imgur.com/DClAXtx.jpg

Some misunderstandings :

- From the picture above MGU-H could transfer power directly to MGU-K in an unlimited amount.
- The 4MJ/lap limit refers to the power which is coming from the ES -battery- only, right?
- Then the only limit in energy transfer from MGU-H to MGU-K is the 120kW power limit.
- So the additional power coming from MGU-H, let`s say 30kW for 20 sec/lap, could be used apart from those 120kW and 33,3 sec/lap generated by MGU-K?

-So we could infer that this season (or maybe until 2016) will be (beyond the usual stuffs) a battle between PU manufactures who gets the most powerful MGU-H and also which one could be used more time over a lap?

...
4. Not sure what you mean here
...

Let`s say we have a circuit which a car does 80 sec/lap.
From this 80 sec. a driver has at his disposal the max. power allowed - 120kW - from MGU-K for almost 33 sec. (or lower power than 120kW for longer time than 33 sec).
Had the driver choose to have the max. power available from 80 sec minus 33 sec remains only 47 sec.
So what I was trying to say is the fact that in this period of time (47 sec) he could use another power which comes from MGU-H, of course trough MGU-K output!
This power is unlimited by the rules and also limited by the technical performance of MGU-H in providing more power over a longer period of time (but not more than 47 sec remaining)
Could this be possible?

tuj wrote:The Ferrari engine is the most compact laterally and uses an air-water-air intercooler, therefore it can run significantly smaller sidepods, thus reducing drag. Also, don't forget that top speed is often also an indicator of a lack of down-force in F1.

According to Scarbs Mercedes is also running a water to air system.

atanatizante wrote: Let`s say we have a circuit which a car does 80 sec/lap.
From this 80 sec. a driver has at his disposal the max. power allowed - 120kW - from MGU-K for almost 33 sec. (or lower power than 120kW for longer time than 33 sec).
Had the driver choose to have the max. power available from 80 sec minus 33 sec remains only 47 sec.
So what I was trying to say is the fact that in this period of time (47 sec) he could use another power which comes from MGU-H, of course trough MGU-K output!
This power is unlimited by the rules and also limited by the technical performance of MGU-H in providing more power over a longer period of time (but not more than 47 sec remaining)
Could this be possible?

If MGU-H is capable of harvesting that much energy then yes. It's been suggested around here MGU-K will have trouble harvesting it's allowed limit of 2MJ per lap, so MGU-H will have to quite heavily assist it to provide more than 4MJ. I don't really know what harvesting capabilities of mgu-h are.
Now if your ES is full (quali lap) then H will definitely provide additional energy on top of that 4MJ for boost. At least that's how I see it.

MERCEDES AMG F1 ‏@MercedesAMGF1 8m
This is due to a greater amount of power and slightly less downforce. More power + less downforce = higher top speeds #FastFacts

Mercedes say they are up on power vs last year..

mrluke wrote:MERCEDES AMG F1 ‏@MercedesAMGF1 8m
This is due to a greater amount of power and slightly less downforce. More power + less downforce = higher top speeds #FastFacts

Mercedes say they are up on power vs last year..

It depends on how they view power, average power or peak power.

Blaze1 wrote:

mrluke wrote:MERCEDES AMG F1 ‏@MercedesAMGF1 8m
This is due to a greater amount of power and slightly less downforce. More power + less downforce = higher top speeds #FastFacts

Mercedes say they are up on power vs last year..

It depends on how they view power, average power or peak power.

Interesting idea, lets try your suggestion in the "equation" included in the tweet.

Lower peak power + less downforce = higher top speeds.

No, im not convinced thats right.