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Some more good F1 info.

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2014 engines: Heat management - F1technical.net

That was nothing to do with fuel saving; as of 2012 and 2013 the emphasis is on downforce. The point is that all Formula One teams will need to rethink their aero philosophy under the radically new conditions imposed by the revolutionary 2014 formula. However, equally important will be how they integrate that with the work of their engine supplier (or ‘Power Unit supplier’ as we need to call them from now on). As we shall see, there will be a baffling number of options for operating the new-generation Power Units, each with different implications in terms of overall car aero. The 2014 Power Unit won’t be simply a bolt-in item; more than ever it will be part of a complex juggling act determining overall car performance.

At the heart of the 2014 Power Unit will be a combination of internal combustion (IC) engine and electric motor, the latter powered primarily by energy captured from the exhaust stream of the former.

That stream will power a turbine that both supercharges the engine and drives a motor/generator unit (the ‘MGU-H’), which is permitted to supply electrical energy direct (and in quantities unlimited by regulation) to an electric motor/generator unit (the ‘MGU-K’) coupled directly to the crankshaft of the IC engine.

With its maximum crankshaft speed capped at 15,000 rpm but with plenum pressure unlimited, the direct-injected 1.6 litre V6 turbo is expected to produce in the region of 600 bhp, given a mandated fuel flow limit of 100 kg/h. To that is added a stipulation of 100 kg maximum per race. With races typically being 305 km then, going back to our Group C example, that amounts to 328 kg, or about 460 litres per 1000 km. Group C1 engines produced in the region of 750 bhp; pro rata that is 575 bhp given 460 rather than 600 litres per 1000 km. A quarter of a century on, we would indeed expect these new engines to be a little more efficient.

To the IC output the MGU-K will add (by regulation) a maximum of 161 bhp (120 kW). Its ability to create what is in effect (for the sake of argument) a 761 bhp engine will be limited by the amount of energy the MGU-H can harvest, supplemented by the amount of energy the MGU-K can itself harvest by acting as a generator under braking. That recovered kinetic energy, up to a maximum permitted 2 MJ per lap, will primarily be stored in an energy store (ES), which will normally be a lithium ion battery. Alternatively it can be fed to the MGU-H as a means of driving the compressor.