F1technical.net

iichel wrote: ↑

16 Apr 2018, 11:26

Big Tea wrote: ↑

16 Apr 2018, 10:33

iichel wrote: ↑

16 Apr 2018, 09:49

If you want to have it rotating, you'll probably have to design some sort of bearing with lubrication etc. Otherwise you may find it throwing metal particles into the piston, causing excessive wear and what not. Another question is what happens with the (unpowered?) moving head during combustion. It will probably keep rotating, so that's allright, but it needs be able to withstand all the forces working upon it as well.

And the final question, is the current atomization so 'bad', it needs further refining/optimization with a rotating injector nozzle?

Can I ask a question on this which is beyond my knowledge so may be stupid? (I do not know the correct terms either)

Would a similar effect be achieved by directing one of the 'jets' onto a shaped surface? Possibly even a surface retaining more heat and activating or 'vaporising' (wrong word sorry as it is already a vapor, or just an aerosol?) the fuel into a 'cloud'

I'm not sure there is enough time available in the intake/compression stroke to inject fuel in this way. Furthermore you like to keep the fuel off any surface to minimize heat transfer to the head and cylinder walls.

ringo wrote: ↑

20 Apr 2018, 03:59

Looks like a V6 engine with no MGUH for the next formula.

I was hoping for a super charged, direct injected v10 with KERS.
This would have given the fans the great sound, but also not regress too much on the high pressure and lean burn technology.

GhostF1 wrote: ↑

20 Apr 2018, 04:16

To be honest, the engines this year have improved pretty massively in sound. And the technology gets me far more excited over the NA era.

Meanwhile, it is also known how the oil tricksters have practiced in the past. A seal in the compressor of the turbocharger was deliberately "leaking" designed so that a pre-calculated amount of oil could enter the combustion chamber.

McHonda wrote: ↑

20 Apr 2018, 11:19

AMuS reckon they know how the oil was being introduced to the combustion process.

https://www.auto-motor-und-sport.de/for ... tor-power/

Meanwhile, it is also known how the oil tricksters have practiced in the past. A seal in the compressor of the turbocharger was deliberately "leaking" designed so that a pre-calculated amount of oil could enter the combustion chamber.

Does this have any relation to those Honda failures that talked about oil blowing or something along those lines and that was just thought to be lost in translation and debated what Hasegawa meant by it or was that something different?

Big Tea wrote: ↑

20 Apr 2018, 12:02

McHonda wrote: ↑

20 Apr 2018, 11:19

AMuS reckon they know how the oil was being introduced to the combustion process.

https://www.auto-motor-und-sport.de/for ... tor-power/

Meanwhile, it is also known how the oil tricksters have practiced in the past. A seal in the compressor of the turbocharger was deliberately "leaking" designed so that a pre-calculated amount of oil could enter the combustion chamber.

Does this have any relation to those Honda failures that talked about oil blowing or something along those lines and that was just thought to be lost in translation and debated what Hasegawa meant by it or was that something different?

I find it hard to follow the logic of this as a reliable method. Anyone please feel free to help me out.

The turbo will be running as a constant throughout the race and qualli and there would be no method of varying the amount of leak ( unless there was some sort of sealed unit able to control the pressure ) for all times the engine is running.

There could be no 'qualli mode' or 'Party mode' and the same amount of oil would be going in throughout the qualli and whole race if required or not.

MrPotatoHead wrote: ↑

20 Apr 2018, 15:58

Big Tea wrote: ↑

20 Apr 2018, 12:02

McHonda wrote: ↑

20 Apr 2018, 11:19

AMuS reckon they know how the oil was being introduced to the combustion process.

https://www.auto-motor-und-sport.de/for ... tor-power/



Does this have any relation to those Honda failures that talked about oil blowing or something along those lines and that was just thought to be lost in translation and debated what Hasegawa meant by it or was that something different?

I find it hard to follow the logic of this as a reliable method. Anyone please feel free to help me out.

The turbo will be running as a constant throughout the race and qualli and there would be no method of varying the amount of leak ( unless there was some sort of sealed unit able to control the pressure ) for all times the engine is running.

There could be no 'qualli mode' or 'Party mode' and the same amount of oil would be going in throughout the qualli and whole race if required or not.

It's bogus imo. And a very unreliable way to do it as you point out.

MrPotatoHead wrote: ↑

20 Apr 2018, 16:34

I don't know of any rules that would prevent that.
But given how fragile the MGU-H can be I doubt anyone would comprise it for any pressure changing controlled leakage.
Another thing to take into account is that as the turbo pressure goes up leakage would go down because of the pressure differential.
Unless you had some dedicated oil pump just for the turbo that increased pressure to match the turbo output pressure.
But you would also need a way to increase the flow as rpm went up... or you would get less benefit from this "leak" ass rpm increased.

More bogus F1 fantasy (the article that is not your post).

NL_Fer wrote: ↑

20 Apr 2018, 18:56

I think a few extra (switchable) oil sprinklers to “cool” the pistons in the sump would be sufficient enough. Converting oil in fumes to be sucked in by the venttube.