Why MPG matters
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TALKING ABOUT A REVOLUTION....
ENGINE....................... RS27-2013................................... ENERGY F1-2014
Displacement.................... 2.4l.............................................. ........1.6l
Rev limit .......................18,000rpm.................. .........................15,000rpm
Pressure charging..... Normally aspirated....................... Single turbocharger, unlimited boost pressure (typical maximum 3.5 bar abs due to fuel flow limit)
Fuel flow limit............ Unlimited, but typically 170 kg/h............ 100 kg/h (-40%)
Permitted Fuel
quantity per race....... Unlimited, but typically 160 kg................ 100 kg (-35%)
Configuration.................... 90° V8................................................ 90° V6
Number of cylinders............. 8................................................. ........ 6
Bore................................... Max 98mm........................................ 80mm
Stroke................................ Not regulated.................................... 53mm
Crank height...................... Min 58mm........................................ 90mm
Number of valves ............. 4 per cylinder, 32.............................. 4 per cylinder, 24
Exhausts.....Twin exhaust outlets, one per bank of cylinders... Single exhaust outlet, from turbine on car centre line
Fuel............................. Indirect fuel injection..................... Direct fuel injection
Quote:
The complete engine unit for 2014 will be heavier than the current design, as director of programmes and customer support Axel Plasse explained:
“The current V8 is 95kg, 100kg if you add the weight of the MGU. This increases to 120kg when you include the ancillary parts, such as the radiators and other cooling devices. With the 2014 power unit, the V6 turbocharged engine will be a minimum of 145kg, plus 35kg for the battery. At 180kg, this is a 80% increase over the current units, plus a further 20kg for the ancillaries such as the intercooler and other radiators.
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Quote:
Rob White, Deputy Managing Director (technical) comments on the sounds of the new V6 turbo Power Unit:
‘‘The sound of the engine is the sum of three principal components, exhaust, intake and mechanical noise. On fired engines, exhaust noise dominates, but the other two sources are not trivial and would be loud if the exhaust noise was suppressed and contribute to the perceived sound of the engines in the car.
All three sources are still present on the V6. At the outset, there is more energy in each combustion event but there are fewer cylinders turning at lower speed and both intake and exhaust noise are attenuated by the turbo. Overall, the sound pressure level (so the perceived volume) is lower and the nature of the sound reflects the new architecture.
The car will still accelerate and decelerate rapidly, with instant gearshifts. The engines remain high revving, ultra high output competition engines. Fundamentally the engine noise will still be loud. It will wake you from sleep, and circuit neighbours will still complain. The engine noise is just a turbocharged noise rather than a normally aspirated noise: you can just hear the turbo when the driver lifts off the throttle and the engine speed drops.
I am sure some people will be nostalgic for the sound of engines from previous eras, including the preceding V8, but the sound of the new generation Power Units is just different. It’s like asking whether you like Motorhead or AC/DC. Ultimately it is a matter of personal taste. Both in concert are still pretty loud.’’
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