If you are even remotely interested in Formula 1 you will be aware of the current debate being had over whether the current formula is just not up to scratch. Is it the speed of the cars? The tyre degradation? The power units? DRS? These are some of the many questions that have caused the FIA to reconsider the direction F1 is taking and how to alter it for the better.
This blog post is not going to go into the ins and outs of the debate (thank goodness), but I will now share with you and explain the ideas behind my 2017 – the year the FIA want to get things done by – F1 car concept using a couple of illustrations I did a few months’ ago. Seeing as F1 does not return until next weekend, now seemed like a good time to post this piece.
The general idea behind this car is to follow what the FIA is wanting to do, which is make them faster. Personally, this is not what I would do if I was in charge but I’d better get used to designing around regulations I don’t like! This car therefore represents an emphasis on ground effect and underfloor aerodynamic performance to improve laptime. It should also make following another car in turbulent air a bit less of a challenge as a result.
Bare in mind that these are my personal views on the subject and I am always very interested to hear your comments on this! Please leave them down below (pretty please).
This is my first interpretation of the very basic outline that the FIA have suggested F1 cars should look like come 2017. It is not overly aggressive as I’ve tried to be fairly realistic rather than display some crazy, wing-clustered machine! Continue reading →
2014 presents the biggest change to Formula 1 cars since the late 1980s: gone are the naturally aspirated 2.4 litre V8 engines and in their place a 1.6 litre V6 turbo is introduced. To make matters more complex the engine manufacturers must apply complex energy recovery systems to boost power output, reduce fuel consumption and further reduce the number of engines allowed per driver per season to lower costs. The idea behind this is to bring F1 technology more in line with road car development.
The last time turbo power was in F1 was during the 1988 season. Honda dominated this era with McLaren, using a 1.5 litre V6 in the famous MP4/4 before being replaced by a 3.5 litre naturally aspirated engines for the following season. Technology has moved on drastically since then. The 2014 power units have the potential to decide the world championship such is their importance. The manufacturer who meets their side of the bargain will have a huge upper hand on the opposition. They are therefore the most likely component to give the biggest performance factor.
What are Power Units?
The engineers no longer refer to the next generation of F1 powertrain as “engines”. They are now dubbed as “power units”. The reason behind this being that the powertrain is made up of more than just a combustion engine/turbo, there are more complex elements involved from this season onwards. The recovery systems on board will generate enough energy to supply plenty of extra kick via an electric motor, with the additional power output mapped into the engine system to provide more performance at optimal stages of the lap (i.e. the driver will no longer have to push a button to use the additional power available).
Facts & Figures
Let’s get into the numbers, starting with the turbo-charged engine itself.
Capacity: 1.6 litres
Maximum rpm: 15,000
Maximum fuel flow rate: 100kg per hour at 12,000-15,000rpm
*Estimated figure. Rumours of some manufacturers extracting a higher power output (notably Mercedes) at this stage of development.
Energy Recovery Systems (ERS):
Power output: Additional 161bhp for 33.3 seconds per lap
Maximum harvest energy: 2MJ per lap
Maximum energy output: 4MJ per lap
Battery weight: Limited to 20-25kg (must be placed beneath the fuel cell as a single unit)