F1’s Engine Changes Spur Debate and Litigation for 2016 and Beyond
F1’s big four have agreed to lower the cost of their engines to struggling teams.
Anyone not living under a rock for the past three years has heard people condemn and attack the current lineup of Formula One power plans. Though there have been several improvements for 2016 announced, the world is still waiting with bated breath for these changes which ought to improve the spectacle significantly. With promises for more aggressive engine noise and improved distribution to the smaller teams, the hope is that Formula One will become more engaging and competitive with midfielders whose chances for a podium were limited by soaring engine prices.
There still exists an argument between some of the engine manufacturers and big wigs like F1 magnet Ecclestone, who at times insist that F1 ought to return to atmospheric V8s for greater appeal. Of course, a high-winding V8 might have the sonic advantage over the somewhat-muted V6, but short of changing the engine formula, there may be a solution to make the turbocharged V6 more exciting.
2016 Changes
To address the aural side of things, a recent change announced the implementation of a separated wastegate-to-exhaust tailpipe. Calling for a separate exhaust for the wastegate also does away with the silencing effect of last year’s system, which dumped the wastegate gasses into the main exhaust. Though losing a certain amount of efficiency, a vocalized wastegate and a divorced exhaust system will generate an exhaust note up to 25% louder. However, part of the turbocharged engine’s appeal isn’t just the volume, but the induction’s audio. Formula Spy wrote this article discussing the signature popping, whistling and cracking. Hopefully, this change will add a little more texture to the dull and muted tones.
When power is concerned, the whole business becomes trickier and much more complicated. Subject to stringent rules regarding fuel burn rate and reliability, the modern engines cannot be asked to make more power simply by means of increasing boost given the current fuel flow rate. Of course, nowadays, the engine is only one component of the “power unit,” so the efficiency of the MGU-H, as well as the frictional losses of the motor and the ancillaries are the only avenues to more thrust. For those of you not in the know or familiar with F1, the MGU-H is the ‘Motor Generator Unit – Heat’. It essentially captures waste heat from the turbocharger through an electric generator, which is then stored.
The 1986 Benetton made over 1,100 horsepower on qualifying boost. Don’t expect those sorts of numbers anytime soon.
Engine Availability
Perhaps the most prevalent issue on the other side of the fence is the availability of engines to the lesser teams. Mercedes and Ferrari have created a division between themselves and the rest of the field thanks to their resources and thus, their ability to refine the motors within a set of exacting rules. In addition, Renault and Honda, though troubled with problems of their own, have limited production numbers, thus making securing an engine a big task for teams like Marussia.
To address this problem, FIA President Jean Todt announced that midfield teams will be able to secure engines from the sport’s four manufacturers for a more reasonable cost, thereby negating the need for an additional supplier. Reuters reported that currently, the four big manufacturers are banding together to see a reduction in engine costs, which should hopefully level the playing field somewhat. In return for lowered engine costs, it has been reported by BBC that F1’s current engine formula will remain until 2020.
The affable Daniel Ricciardo is not the only driver who has voiced their complaints about the current engine formula.
As ever with Formula One, the politics and big business involved make it tough getting these rules to take effect directly or quickly, but we should see in the coming months what effect, if any, this litigation will have on the level of competition. One thing’s for certain: if the exhaust changes are made and the cars become more reliant on mechanical grip as they’re predicted to, we may see a very exciting year with plenty of overtaking and a few more fans plugging their ears as the cars fly by.
Edit: Check out this interesting comment below
Quote:
Trevor Elvery Works at ExxonMobil Corporation
Always makes me laugh when the talk about reducing engine costs.
So what do the do, bring out a turbo charged unit which must have cost a fortune for the manufacturer to produce.
Now in an attempt to make more noise they are to develop a new exhaust system.
I have a solution, go back to the V8 from 2014. Stop changing the configuration of the power unit and keep the engine rules as they where. Allow manufacturers to modify there engines during the season as they see fit.
Then we could see a return to the good old days. Renault, Cosworth, Honda, Mercedes etc.
Changes cost teams a fortune
Like · Reply · Mark as spam · 17 hrs
|