F1 engine rules question. - McLaren Life
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post #1 of 10 Old 12-12-2016, 02:05 PM Thread Starter
 
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F1 engine rules question.

Is DOHC configuration mandated by F1 rules?
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post #2 of 10 Old 12-12-2016, 04:50 PM
 
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Engines must have two inlet and two exhaust valves per cylinder.
Only reciprocating poppet valves with axial displacement are permitted.

Variable valve timing and lift are not allowed.

AFAIK There is no explicit statement on number of camshafts allowed.
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post #3 of 10 Old 12-12-2016, 05:20 PM Thread Starter
 
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Originally Posted by eMcL View Post
Engines must have two inlet and two exhaust valves per cylinder.
Only reciprocating poppet valves with axial displacement are permitted.

Variable valve timing and lift are not allowed.

<acronym title="As far as I know">AFAIK</acronym> There is no explicit statement on number of camshafts allowed.
I ask because although the 4v per cylinder requirement makes it complicated, now that required engine rpms are considerably lower (10,000rpm is really all they need) and power is broadly limited limited by virtue of fuel flow, could one make a Ilmor-like pushrod OHV engine, with a single central camshaft that was both smaller and lighter than DOHC lumps and with a lower centre of gravity and with reduced valvetrain friction?

I guess you could make one rod move two valves.

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Last edited by Mycroft; 12-12-2016 at 05:28 PM.
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post #4 of 10 Old 12-12-2016, 06:01 PM
 
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F1 engines need to change rpm quickly. Time to rpm, time to HP is critical. So considerable effort is made to reduction of moving mass in the motors. The FIA does place minimum weight and size restrictions on many of the engine components. Also there are rules on the alloy composition for valves, con rods, camshafts etc.
The engines are restricted to 15K rpm crankshaft.
Also F1 engines use pneumatic valvesprings as conventional valve springs break at high rpm.
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post #5 of 10 Old 12-12-2016, 07:08 PM Thread Starter
 
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But from what I understand, whilst the limit is at 15,000rpm, the fuelling regs make anything much over 10,000-11,000rpm pointless. Although I guess moving mass may cause problems.
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post #6 of 10 Old 12-12-2016, 09:58 PM
 
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But from what I understand, whilst the limit is at 15,000rpm, the fuelling regs make anything much over 10,000-11,000rpm pointless. Although I guess moving mass may cause problems.
Fuel consumption is not a problem for current F1 engines. Yes it, and other restrictions, limits the ICE power output to around 800HP. But the use of heat capture and KERS to generate electric power gives a much higher total HP when needed.
The power recovery from KERS is limited by FIA but the heat recovery has no FIA limit on power.
It is interesting that Mercedes got a EU grant to develop heat recovery technology. Honda also has significant research completed over many years in the technology. Heat energy recovery can now be around 50%.
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post #7 of 10 Old 12-13-2016, 09:44 AM Thread Starter
 
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Fuel consumption is not a problem for current F1 engines. Yes it, and other restrictions, limits the ICE power output to around 800HP. But the use of heat capture and KERS to generate electric power gives a much higher total HP when needed.
The power recovery from KERS is limited by FIA but the heat recovery has no FIA limit on power.
It is interesting that Mercedes got a EU grant to develop heat recovery technology. Honda also has significant research completed over many years in the technology. Heat energy recovery can now be around 50%.
Isn't ICE limited to 640hp and KERS gives 160hp? I'm talking about limits on fuel flow rate (not consumption). This restricts hp and hence make rpm above 11,000rpm redundant.

https://www.youtube.com/watch?v=9ap3XGB6PAI

What is heat recovery? Is that like heat recirculation in nuke subs?
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post #8 of 10 Old 12-13-2016, 10:51 AM
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Quote:
Originally Posted by eMcL View Post
Fuel consumption is not a problem for current F1 engines. Yes it, and other restrictions, limits the ICE power output to around 800HP. But the use of heat capture and KERS to generate electric power gives a much higher total HP when needed.
The power recovery from KERS is limited by FIA but the heat recovery has no FIA limit on power.
It is interesting that Mercedes got a EU grant to develop heat recovery technology. Honda also has significant research completed over many years in the technology. Heat energy recovery can now be around 50%.
Great knowledge sir, thanks for sharing.
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post #9 of 10 Old 12-13-2016, 11:04 AM Thread Starter
 
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So are current ICE engines making 800hp now, even without KERS? Oh crap, so they do.

http://www.motorsport.com/f1/news/an...arrier-670082/

Last edited by Mycroft; 12-13-2016 at 01:37 PM.
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post #10 of 10 Old 12-14-2016, 06:19 AM
 
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At the end of this paper there is a description of the MGU-H

https://ora.ox.ac.uk/objects/uuid:db...s/ATTACHMENT01
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