{"id":494531,"date":"2015-06-13T22:46:44","date_gmt":"2015-06-14T02:46:44","guid":{"rendered":"https:\/\/sportscardigest.com\/?p=349599"},"modified":"2024-12-29T18:28:02","modified_gmt":"2024-12-29T18:28:02","slug":"mercedes-f1-w05-hybrid","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/mercedes-f1-w05-hybrid\/","title":{"rendered":"2014 Mercedes F1 W05 Hybrid"},"content":{"rendered":"

Mercedes F1 W05 Hybrid<\/h2>\n

Car:<\/strong> Mercedes F1 W05 Hybrid \/ Engine:<\/strong> 1.6 L Mercedes-Benz PU106A Hybrid V6 turbocharged engine, limited to 15,000 RPM \/ Maker:<\/strong> McLaren \/ Bore X Stroke:<\/strong> 80 mm x 53 mm \u00a0\/ Year:<\/strong> 2014 \/ Capacity:<\/strong> 1,600 cc; 98 cu in\u00a0\/ Class:<\/strong> Formula 1 \/ Power:<\/strong> 800\u2013850 horsepower \/ Wheelbase:<\/strong> 4800 mm (Overall Length) \/ Track:<\/strong> 1800 mm (Overall Width) \/ W<\/strong>eight:<\/strong> 691 kg (1,523 lb)<\/p>\n

The 2014 Formula One season marked one of the biggest change in regulations in the sports history and the W05 is the answer to the changes from Mercedes.<\/span><\/p>\n

The initial engineering conversations between the Formula 1 team at Brackley and the Mercedes-Benz Technology Centre in Brixworth where the engines are made around both the regulations and potential solutions date back to late 2010. Since mid-2011, when the rules for the new V6 Hybrid Power Unit were officially published, Mercedes-Benz claims that it has taken a fully integrated approach to every major performance decision with a clear-sighted focus on maximizing overall car performance.<\/span><\/p>\n

The result is the new F1 W05 and at its heart, the PU106A Hybrid Power Unit, both designed to meet the challenge of a fundamental change in the philosophy of Formula One. The introduction of a demanding maximum race fuel allowance of just 100 kg per race, coupled with a maximum fuel flow rate of 100 kg\/hour, have focused the efforts of the sport’s engineers on delivering performance with a set of innovative new technologies that achieve an efficiency gain of more than 30%. This is quite an astounding figure that’s been lost in complaint about the “spectacle” and more specifically the sound that the cars produce.\u00a0\u201c<\/em><\/span><\/p>\n

From a technical and also a racing perspective, this is an incredibly exciting time for Formula One\u201d<\/p><\/blockquote>\n

Technical Director Paddy Lowe explained.\u00a0<\/span><\/p>\n

We are introducing technologies that are new not just to racing but to the wider automotive world as well. The headline is that of improved efficiency and the fact that we will be completing races with advanced Hybrid systems on just 100 kg of fuel sends a great message about the technology that Formula One can deliver. But it is also about the technology that Mercedes-Benz can develop compared with our competition, both for the chassis and the new Power Unit.<\/p><\/blockquote>\n

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In the new jargon of Formula 1 engines have become power units. As exclusively revealed in the latest issue of Racecar Engineering where Peter Wright observes \u201cMercedes has split the compressor from the turbine, locating the former at the front of the engine and the latter at the rear. In between, mounted in the V, is the MGU-H being driven\/driving the turbine and compressor via shafts. This arrangement allows all the cold parts and charge-air ducts to be mounted forward and the hot parts at the rear.\u201d What Write noted has on further inspection provided many interrelated benefits.<\/span><\/p>\n

As noted by others:<\/p>\n