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Post by casesensitive on May 31, 2014 23:26:03 GMT
Interesting enough video, covers the basics of turbocharging and a few other cool bits of tech on this year's 1.6l turbo'd engines. Renault F1 engine for 2014 season |
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Post by snowbird1 on Jun 1, 2014 5:50:41 GMT
Fascinating technology, taken to it's limits the engine becomes a combustion chamber for the power recovery turbine and we are back to the turbine F1 cars of the early 1970's. Interestingly one of the criticisms of the Indy and F1 turbines was that they where so quiet. Nothing new - the cool thing is now we have energy storage to overcome the slow turbine response on acceleration.
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Post by Deleted on Jun 1, 2014 5:53:43 GMT
Nice.. So many precision items, and technical marvels. Who said electric turbochargers would never work lol. I just need a 100k rpm motor now..  What I didn't see on that vid, was a wastegate. Essential in a turbo vehicle. Which, now makes me think it's a clever variable turbo, or the motor/generator slows the turbo down to control the boost limit. Clever stuff. ! |
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Post by casesensitive on Jun 3, 2014 9:01:36 GMT
What I didn't see on that vid, was a wastegate. Essential in a turbo vehicle. Which, now makes me think it's a clever variable turbo, or the motor/generator slows the turbo down to control the boost limit. Clever stuff. ! Yeah, I think they mentioned (at about 2:20) that rather than venting the air on downshifts, that it's routed back into the turbine to charge the KERS-like system. Very nice tech all around. |
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Post by andy7b on Jun 9, 2014 3:53:59 GMT
There is still a waste gate to control over boost but as you say Steve they also use the electric motor to keep the boost under control and charge the battery. The motor can also be used as an anti lag system and also spin the turbo at lower revs to give more torque low down.
Andy
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Post by smithers on Jun 9, 2014 17:36:20 GMT
waste gate = wasted boost.
in the quest for every tenth/sec i think they will utilise every bit of boost the turbo makes in 1 way or another.
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Post by jfrench78 on Jul 6, 2014 18:56:02 GMT
Shame the video isn't of the Merc engine. That one has split the two stages of the Turbo, hot exhaust gases still spin one stage at the rear of the engine BUT the compressor section has been moved to the front of the engine and is spun via a relatively long shaft connected to the section at the rear.
Advantages of this are the compressor is kept away from the hot gases of the exhaust so cooler air for the engine, or a smaller intercooler, both are what a car really wants.
This gives more power, the Renault is down by 60-80 HP and better efficiency. look at cule consumption of the Merc engined cars V Renault or Ferrari.
If 10Kg = 3/10th of a second in qualifying imagine what having 7 or 8 Kg less for a race does. 0.25 secs on lap 1, .245 on lap 2 etc down to the end when all cars have roughly the same fuel. That's about 8 seconds over a race of 60 laps.
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Post by mrjingles705 on Jul 7, 2014 8:55:44 GMT
The Merc system is very interesting from a materials/engineering standpoint... especially because the renault engineers actually said it couldn't be done (hence resignations).
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