The F1 2014 season

Indy500 said:
http://richlandf1.com/?p=13938
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That article is a bit old. There was something about a month ago to the effect that Sirotkin's backers had agreed he needs a bit more time before he's F1-ready, so he wouldn't be racing in 2014. He will probably be the Sauber reserve driver, moving into a seat in 2015, though they may sub him in for the inaugural Russian GP for obvious reasons.
 
robbiemc said:
Interesting. Just watching Sky free-practise for Brazil, and Ant Davidson just said that 2014's engines will have the same power but with 5x the amount of torque.

They were discussing that this should expose the skill of some of the drivers.
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Yep. But it also means Pirelli are going super conservative on tyres, which is a shame.
 
Skeeter said:
Yep. But it also means Pirelli are going super conservative on tyres, which is a shame.
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Won't that mean that that they'll be more robust and less likely to resemble cheese? That's a good thing no?

KERS
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Aren't we supposed to call it ERS now?

Oh, Ted K was reporting that Ricciardo has been instructed to lose a further 2kilos in weight before next year, which he'll have to lose from his muscle, apparently.

This sounds worse than the fashion industry. :(
 
robbiemc said:
reporting that Ricciardo has been instructed to lose a further 2kilos in weight before next year, which he'll have to lose from his muscle, apparently.

This sounds worse than the fashion industry. :(
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Similar reason for Justin Wilson not getting a fair shake at F1. A driver's physical dimensions outside of a given range can negatively affect car development.
 
Indy500 said:
Similar reason for Justin Wilson not getting a fair shake at F1. A driver's physical dimensions outside of a given range can negatively affect car development.
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Oh yes I'm aware of that, it just seems such a shame they didn't increase the weight limit allowance that some had requested. Requiring a driver to lose muscle mass just seems fundamentally wrong.
 
robbiemc said:
Oh yes I'm aware of that, it just seems such a shame they didn't increase the weight limit allowance that some had requested. Requiring a driver to lose muscle mass just seems fundamentally wrong.
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Well with the tyre conservation strategies, higher downforce and less horsepower are the drivers really pushed that much?
 
robbiemc said:
Won't that mean that that they'll be more robust and less likely to resemble cheese? That's a good thing no?
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It means 1 stop races though :(

Aren't we supposed to call it ERS now?
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Yes, as its not just Kinetic any more. The Energy Recovery System (ERS) is made up of

MGUK - Motor Generator Unit, Kinetic
MGUH - Motor Generator Unit, Heat
ES - Energy Strore

They are also not called Engines any more, they are Power Units, made up of an Engine plus an ERS. Although the ES isn't considered part of the Power Unit in terms of the 5 units per season rule.
 
Skeeter said:
They are also not called Engines any more, they are Power Units, made up of an Engine plus an ERS. Although the ES isn't considered part of the Power Unit in terms of the 5 units per season rule.
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I prefer good old-fashioned boost adjustments for turbos, but whatever works for them :p

robbiemc said:
Nearly two hours of consistent (nearly) 5g loading would require a decent level of fitness I would imagine.
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Sure, but I'm saying relative to previous years eg 2004. They aren't doing 5G at every corner either, and they have power steering\tyre warmers so not wrestling the car around very often.
 
Good point, yes. I may be wrong, but the drivers definitely appear to take fitness a lot more seriously than they did in the past. I could never image in Nigel Mansell competing in a triathlon for example. :)

They do appear to approach 5g in braking though. I've never experienced anything like that (outside of fighter/aerobatic pilots who would?) so I don't know for sure, but it can't be easy.
 
Skeeter said:
Only the MGUK is restricted. Everything else is open.

See my post about it here:

http://forums.overclockers.co.uk/showpost.php?p=25097770&postcount=233

Just look at how many times 'Unlimited' is used on that diagram. The MGUK is limited to keep a lid on the power output of the engines. The technology itself is pretty open.
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The un limited part is pointless, the 4mj constrains them, once they reach that, there will be no development as they cant use it. Therefore the downsides to gathering more has no payback.
Soo no, it really isn't unrestricted. They've just restricted it at the end point, rather than specifying it at all stages
 
robbiemc said:
They do appear to approach 5g in braking though. I've never experienced anything like that (outside of fighter/aerobatic pilots who would?) so I don't know for sure, but it can't be easy.
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You need a tougher neck, certainly. Effort behind the wheel, less so. The RBR car in particular gives me that impression.

 
Glaucus said:
The un limited part is pointless, the 4mj constrains them, once they reach that, there will be no development as they cant use it. Therefore the downsides to gathering more has no payback.
Soo no, it really isn't unrestricted. They've just restricted it at the end point, rather than specifying it at all stages
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Well the teams expect to be at full capacity of the 4MJ output straight away, so going on your thinking the whole ERS development stops as soon as testing starts in January?

They are restricted in terms of the energy that can be put through the motor from the ES, and the power the MGUK can output. That is the equivilent of restricting the fuel amount and peak power output of an internal combustion engine. Everything else in the ERS system is unrestricted.

They can power the MGUK from the Turbo outside of the restriction, they can power the turbo from the MGUK, they can use flywheels, batteries, capacitors, potato batteries, whatever they want as an ES. They can chuck power through the turbo to create anti lag. They can have the full charge on a button on demand, or electronically control it to match the engines power output. They could make the MGUK use different amounts of energy at different points of the track. They can charge the ES only from the turbo and never the MGUK, or only from the MGUK and never the turbo, or both.

There is a wealth of possibilities. Yes, the electric motor driving the rear wheels, and the 'fuel tank' that powers it are limited, just like the petrol fuel limit and the engine capacity, but everything else in the whole system is open to development and progress.
 
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Skeeter said:
Well the teams expect to be at full capacity of the 4MJ output straight away, so going on your thinking the whole ERS development stops as soon as testing starts in January?

s.
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Pretty much, which is the point. its not an avenue of development because of the restrictions.
Theres little else they can do with that power, it cant be used to turn the wheels. Pre spin the turbine uses next to nothing. So again that is not development. Even if there are a loophole or two, it will not be relevent to other industries as other industries aren't regulated, so wont need loopholes. They just need as much energy back as possible, something that is pointless in f1.

Oh and just to be picky the entire system isn't open for development. Theres huge restrictions on every part of it, from engine to exhaust and everything in between.
 
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Glaucus said:
Pretty much, which is the point. its not an avenue of development because of the restrictions.
Theres little else they can do with that power, it cant be used to turn the wheels. Pre spin the turbine uses next to nothing. So again that is not development. Even if there are a loophole or two, it will not be relevent to other industries as other industries aren't regulated, so wont need loopholes. They just need as much energy back as possible, something that is pointless in f1.

Oh and just to be picky the entire system isn't open for development. Theres huge restrictions on every part of it, from engine to exhaust and everything in between.
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Why do you consider increasing power output to be the only possible avenue for development? :confused:
 
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