Official: F1 goes with 1.6L 4 cylinder

Discussion in 'Motorsports' started by F50Fanatic, Dec 10, 2010.

  1.  
  2. They claim in EVO mag that the 1.6 4 was decided on so that VW would join.
     
  3. Lulz, but that would actually be pretty sweet.
     
  4. Gettin sick of all these shit rule changes.
     
  5.  
  6. They've been wanting that for a few years now.
     
  7. more sigh@ the rules committee.
     
  8. Great! #$%#ing great! So by the time that I finally will have a chance to watch F1 in USA, they will not have the high revving v8 sound anymore! <A BORDER="0" HREF="http://www.supercars.net/PitLane?displayFAQ=y"><IMG BORDER="0" SRC="pitlane/emoticons/sad.gif"></A> <A BORDER="0" HREF="http://www.supercars.net/PitLane?displayFAQ=y"><IMG BORDER="0" SRC="pitlane/emoticons/angry.gif"></A>

    (that is, if they are still bringing it to the US)
     
  9. You didn't have that chance a few years ago when there were several races raced on the Indianapolis circuit?
     
  10. At that time they will use pedal power.
     
  11. With v10s even.
     
  12. Actually it's about 3 times what most gasoline direct injection systems use. These systems are allowed to use 500 bar, gasoline direct injection typically use up to about 150 bar.
     
  13. That statement is incorrect. In 1982 the BMW M12/13 engine produced about 600 hp in race trim, and probably a bit more in qualification trim. The race power then steadily increased up to 900 hp in 1987, but by then the championship winning Honda RA167E was already at 1010 hp.

    The power output during qualification is a question that many people have speculated about during the years. During the qualification for the 1986 Monza race (the last season with unlimited boost engines) the BMW engine in Gerhard Bergers Benetton saw a flash reading of 5.5 bar absolute boost. Soon after the engine failed without having completed the full qualification lap. One of BMW's people then estimated that the engine must have produced about 1300 hp during that flash reading.
     
  14. diesels are ~25000 psi though, so these arent that impressive.
     
  15. i enjoy reading saabjohans posts
     
  16. He's the admin of engineers
     
  17. obviously the power figures are prone to exaggeration but 600hp in race trim seems a bit low to me. if a DFV makes very near 500hp 600 from a boost monster seems low, no?
     
  18. the 600 in race trim is a bit under rated for the beginning of the engines life cycle (they're race teams. of course they're lying about how much power they make).
     
  19. Yep. An engineers engineer.
     
  20. There are diesels using up to 2400 bar (about 35,000 psi), but diesel injection systems use a different fuel, different pumps, different injectors and a different type of injection. A diesel engine inject fuel during the combustion process, where the pressure inside the cylinder can be as high as 200 bar. Gasoline direct injection systems inject the fuel during the intake stroke or during the compression stroke when the pressure inside the cylinder is much lower. So a gasoline direct injection engine doesn't need such high injection pressures.
     
  21. I dont get it, 1.6 for FI 2.4 for NA? <A BORDER="0" HREF="http://www.supercars.net/PitLane?displayFAQ=y"><IMG BORDER="0" SRC="pitlane/emoticons/confused.gif"></A>
     
  22. also, am I the only one who finds it annoying that F1 dictates the cylinder arrangement? I mean, if one format breaks away, then let that be what they duke it out over, but F1 I think at maximum should set a displacement for FI, a displacement for NA, and I suppose the maximum amount of engines per season.
     
  23. Keep in mind that when they first tested the BMW engine on the back of a Brabham they were actually slower than with the Cosworth DFV, and during the early 1980 the DFV produced about 500-530 hp.

    When the BMW engine began testing in 1980 it produced about 550 hp @ 9500 rpm and 2.3 bar absolute. In 1981 the BMW engine was only used in the qualifying to the British GP at Silverstone, but since the BMW engine wasn't faster than the Cosworth, the proven Cosworth engine was kept during the 1981 season. By 1982 they used the BMW engine from the start of the season, but the engine proved to be problematic, and Brabham was forced to use the Cosworth engine for some of the early races. The highlight of the year came at Canadas GP, which was the first win using the BMW engine.

    By 1983 BMW and Bosch had developed a digital engine controller that was much better than the previous analogue electro-mechanical system. Power output had now reached 640 hp using 2.9 bar absolute, and a more significant power increase came at round 12 later that year. This was when BASF subsidiary Wintershall began supplying a toluene based racing fuel, this allowed the engine to race with 750 hp using 3.4 bar absolute.

    Some later power figures of that engine:

    1984
    Race: 880 hp @ 3.8 bar
    Qualification: 1050 hp @ 4.5 bar

    1985
    Race: 850 hp @ 3.6 bar
    Qualification: 1200 hp @ 5.4 bar

    1986
    Race: 850 hp @ 3.6 bar
    Qualification: 1300 hp @ 5.5 bar

    1987 (M12/13/1 lay-down engine)
    Race: 900 hp @ 3.8 bar
     
  24. It is to reduce costs. It would be a total waste of money to investigate various engine configurations, bore stroke ratios and such which is what the engine manufacturers would be forced to do if the regulations are free in that regard.
     

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