Yes, if the new spec MGU-K hardware functions with the software program of the current MGU-K. It seemed strange to me that after 1 PU failure they changed most of the parts of 3 PU incl the K. I'd not be that hasty if there was a new ERS coming next race. Made me think of last year where we only learned after Zandvoort that Max had gotten a new spec ES when he took his 2nd in Spa
The DRS train did materialize. Ocon ahead of Alonso ahead of Max. Max was only spared because Alonso made a mistake into T1 which let him through on the run to T2. Then Max could get Ocon because he didn't have DRS.1158 wrote: ↑Wed Aug 03, 2022 4:26 pmOn the subject of the 4th PU and the penalty. I wonder if Monza would actually be a good place to take it. The dreaded DRS train never materialized in Hungary. The new cars may allow for closer following out of Parabolica (similar to what happened on Hungary) thus making DRS more effective.
I think Alonso would have passed Ocon. Watching the race there were several passes, not tyre offset related, into turn 1 because of the cars being able to follow closer in theblaat turn. I think we will aee aimilar results in Monza. I guess we'll have to wait and see what happens.AR3-GP wrote: ↑Wed Aug 03, 2022 7:23 pmThe DRS train did materialize. Ocon ahead of Alonso ahead of Max. Max was only spared because Alonso made a mistake into T1 which let him through on the run to T2. Then Max could get Ocon because he didn't have DRS.1158 wrote: ↑Wed Aug 03, 2022 4:26 pmOn the subject of the 4th PU and the penalty. I wonder if Monza would actually be a good place to take it. The dreaded DRS train never materialized in Hungary. The new cars may allow for closer following out of Parabolica (similar to what happened on Hungary) thus making DRS more effective.
Been a while since i last lurked here. Thanks for the answer. But I heard the engineers want the exhaust air hitting the turbine to be as energetic as possible. Wont introducing cool air cause a problem there?godlameroso wrote: ↑Fri Jul 15, 2022 6:18 pmIt increases mass flow to the turbine increasing recovery potential. Instead of using a compressor bypass that vents to the atmosphere, or back into the intake plenum, it is routed to the turbine to give the turbine wheel an extra push which can then be harvested by the MGU-H. It also has the benefit of lowering the temperature of the turbine components by providing cooler air from the compressor, improving reliability of components.ryaan2904 wrote: ↑Fri Jul 15, 2022 4:14 pmDo you mean that 'CAC exhaust bypass'? Can u explain please what that does?godlameroso wrote: ↑Thu Jul 14, 2022 1:24 am
In a way, because you reduce back pressure with higher turbine speed, which alters the pressure waves and how they reflect in the exhaust system. Since the H is also coupled to the compressor, compressor speed and thus intake pressure waves are altered. Furthermore, since Honda uses a bypass system compressor output can affect exhaust gas temperature and volume/density.
The trend in aviation is to use bigger engines because it's more efficient to have big fans that move a lot of ambient temperature air at a slower velocity, than it is to have jets that move a little bit of air really fast. Likely this design consideration was absorbed into the Honda engine from their aircraft engineers. They may have figured that using an oversize compressor with a bypass and electronically controlled turbine wastegate offered interesting opportunities, seems to be paying off for them.
If the compressor keeps the engine fed, and the turbine spinning, then in effect it reduces the backpressure created by the turbine to the combustion process. Instead of absorbing crank power it's absorbing excess compressor power, which can then be harvested and used later or to save the battery the inconvenience of spooling up the turbo in places. Probably other strategies I missed, I'm just some guy.
the heat (of a given bit of gas) is its internal energyPlatinumZealot wrote: ↑Sun Aug 07, 2022 9:27 pm...Temperature is a huge part of how they work.... you want to retain as much temperature as you can. Especially now with these lean combustion engines retaining heat is very important.
Hoping this to be the case, lets see what (if any) parts they take in Spa.Alexf1 wrote: ↑Tue Aug 02, 2022 5:52 amYes, if the new spec MGU-K hardware functions with the software program of the current MGU-K. It seemed strange to me that after 1 PU failure they changed most of the parts of 3 PU incl the K. I'd not be that hasty if there was a new ERS coming next race. Made me think of last year where we only learned after Zandvoort that Max had gotten a new spec ES when he took his 2nd in Spa
should I therefore believe that with temperature increase there will be pressure increase ..... ?gruntguru wrote: ↑Mon Aug 08, 2022 1:38 amInternal energy is the heat energy.
Enthalpy is the heat energy plus the pressure x volume energy
The internal energy is much larger than the pv energy.
Although the turbine is utilising pressure energy by converting it to kinetic energy, the hotter the exhaust gas, the greater its ability to convert internal energy into pv energy during the expansion process.
I will quote an example of what I am trying to say. Assume we have a 100% efficient expander, 5 bar turbine inlet, 1 bar turbine outlet and a mass flow of 0.5 kg/s.Tommy Cookers wrote: ↑Mon Aug 08, 2022 11:05 amshould I therefore believe that with temperature increase there will be pressure increase ..... ?gruntguru wrote: ↑Mon Aug 08, 2022 1:38 amInternal energy is the heat energy.
Enthalpy is the heat energy plus the pressure x volume energy
The internal energy is much larger than the pv energy.
Although the turbine is utilising pressure energy by converting it to kinetic energy, the hotter the exhaust gas, the greater its ability to convert internal energy into pv energy during the expansion process.
won't this increase the mean exhaust pressure (aka back-pressure) ... and ..... reduce the crankshaft power ?
there's quite a lot of entropic energy in the exhaust - this can't be used by expanders ?