1.6l v6 turbo?

[Scuffers]

BoRED S2upid said:

As long as the new engines spit flames like proper turbo engines I will be happy.

they won't, that wastes fuel.

[dtrump]

Scuffers said:

dtrump said:

900bhp, no more than that

Let the teams achieve that number any way they wish

Would be interesting

Where's the challenge, and how do you propose to police it?

what do you choose?

v6 turbo?

do the full audi diesel etron jobby?

everything and anything inbetween (just no full electric)



oh ye....let them play more with wheelbase and width dimensions

This opens the gates to very varied race cars being developed, and new technological discoveries being made

You could go in aggressive and design a car which would be supreme on some tracks, perhaps not so great on others

or play it safe and go for a very good allrounder


..blah blah yup never going to happen

[thiscocks]

Crafty_ said:

Yep, but the problem is that a inline 4 can't be used as a stress member, meaning that the engine would need some sort of cage around it that the suspension and engine/gearbox are all mounted to. The v6 can be stressed member. I think there is also some benefit to the V6 in terms of centre of gravity too.

Whay cant a 4cyl be used as a stressed member? Brabham and BMW managed it ok. A 4cyl has equal chance to be lower if not more so than a v6 (Brabham bt55)

[CraigyMc]

thiscocks said:

Crafty_ said:

Yep, but the problem is that a inline 4 can't be used as a stress member, meaning that the engine would need some sort of cage around it that the suspension and engine/gearbox are all mounted to. The v6 can be stressed member. I think there is also some benefit to the V6 in terms of centre of gravity too.

Whay cant a 4cyl be used as a stressed member?

It can be.

[dr_gn]

thiscocks said:

Crafty_ said:

Yep, but the problem is that a inline 4 can't be used as a stress member, meaning that the engine would need some sort of cage around it that the suspension and engine/gearbox are all mounted to. The v6 can be stressed member. I think there is also some benefit to the V6 in terms of centre of gravity too.

Whay cant a 4cyl be used as a stressed member? Brabham and BMW managed it ok. A 4cyl has equal chance to be lower if not more so than a v6 (Brabham bt55)

They weren't fully stressed members - they needed a spaceframe around them...and the BT55 was a disaster.

[willthisnamework]

thiscocks said:

Crafty_ said:

Yep, but the problem is that a inline 4 can't be used as a stress member, meaning that the engine would need some sort of cage around it that the suspension and engine/gearbox are all mounted to. The v6 can be stressed member. I think there is also some benefit to the V6 in terms of centre of gravity too.

Whay cant a 4cyl be used as a stressed member? Brabham and BMW managed it ok. A 4cyl has equal chance to be lower if not more so than a v6 (Brabham bt55)

The new Neil Brown F3 engine is a fully stressed inline 4.

[gaz1234]

surely a 1.6 turbo bmw would cain the lot?

[thiscocks]

Yes, a shame the fia felt they had to choose an engine layout for everyone. So every engine will be almost identical and sound very similar if not the same. Would love to have some engine variations in f1 again.

I think they have all been the same layout since 1996. BORING

[Barbarossa]

Scuffers said:

if you want to promote innovation, forget engine regs, just give them 100L of fuel (or some other fixed amount) and tell them they can use it any way they want.

That IS the big rule change for 2014 (100kg rather than 100l). Until now, every racing series has put restrictions on air flow - capacity, rev limits, boost pressure... In F1 next year, efficiency will be crucial, something that is very relevant. The figures are impressive. Currently thermal efficiency of an F1 engine is about 28% (surprisingly, more efficient than your road car) next year, power units are going to have thermal efficiencies of over 35%. Probably the most transferable development since the disc brake.

[Scuffers]

Barbarossa said:

That IS the big rule change for 2014 (100kg rather than 100l). Until now, every racing series has put restrictions on air flow - capacity, rev limits, boost pressure... In F1 next year, efficiency will be crucial, something that is very relevant. The figures are impressive. Currently thermal efficiency of an F1 engine is about 28% (surprisingly, more efficient than your road car) next year, power units are going to have thermal efficiencies of over 35%. Probably the most transferable development since the disc brake.

Road car engines are way over 30% now....

[CraigyMc]

thiscocks said:

I think they have all been the same layout since 1996. BORING

Depends what you mean by layout.

Do you think the renault wide angle V10 of 2003 looked like any of the other V10s of the time?

[Catatafish]

Disc brakes did not come from f1...!

[mollytherocker]

Catatafish said:

Disc brakes did not come from f1...!

No, it was Lanchester in 1902.

[RobGT81]

What was the last bit of innovation that was transferred from F1 to road cars?

The WECs engine rules are much more likely to push forward road car engines.

Edited by RobGT81 on Monday 11th November 07:41

[GadgeS3C]

Barbarossa said:

Scuffers said:

if you want to promote innovation, forget engine regs, just give them 100L of fuel (or some other fixed amount) and tell them they can use it any way they want.

That IS the big rule change for 2014 (100kg rather than 100l). Until now, every racing series has put restrictions on air flow - capacity, rev limits, boost pressure... In F1 next year, efficiency will be crucial, something that is very relevant. The figures are impressive. Currently thermal efficiency of an F1 engine is about 28% (surprisingly, more efficient than your road car) next year, power units are going to have thermal efficiencies of over 35%. Probably the most transferable development since the disc brake.

And already the case in MotoGP.