This article was taken from the June 2014 issue of Wired magazine. Be the first to read Wired's articles in print before they're posted online, and get your hands on loads of additional content by <span class="s1">subscribing online.
Banned from Formula One for 25 years, the turbocharged engine is making a return -- signalling one of the biggest shake-ups in the sport's history. "A turbocharged engine is a very different animal to a normally aspirated engine," explains Rob White, a tech specialist at Paris-based Renault, the first team to release their engine, which will be used by four other teams including Red Bull Racing and Lotus F1. The turbocharger rotates up to 1,500 times a second, generating more power but also huge pressure and heat. The engine is supported by a new energy-recovery system, which can provide twice that of the old system, which only recovered kinetic energy.
Since all engines had to lose two cylinders to comply with the new F1 regulations, they were left with just 600 horsepower, compared to 750 in previous versions. Plus, in a bid for efficiency, teams are now limited to 100kg of fuel, compared to average usage of 160kg. "The new regulations are one of the greatest challenges we have had to face," says White. "The cars will slide more and challenge the drivers. Races will become less predictable as the strategic options of the engines play out." The new unit has potential impact beyond the track too, he explains. "The technology we need to be successful in F1 could be directly transferable to road cars in the future; something the [old engines] could never do."
1 MGU-H
The motor generator unit-heat takes power from the turbine shaft to convert the heat of the exhaust into electrical energy. This can be used to propel the car or go to the battery for storage. It also controls the speed of the turbocharger in response to the engine's shifting air requirements.
2 Turbocharger
Exploits energy from the exhaust gas to increase air intake. This boosts power, compensating for the loss of two cylinders compared to the old engine. The time taken to get the turbo up to speed, at 100,000rpm, can result in lag, a delay in torque response when the driver uses the throttle after sustained braking.
3 MGU-K
Connected to the motor shaft, the motor generator unit-kinetic acts as a current generator during braking, recovering the kinetic energy and transforming it into electrical energy. During acceleration, the MGU-K acts as a motor, taking energy from the battery or the MGU-H and using it to propel the car.
4 V6 engine
The six-cylinder, 1.6-litre engine is capable of 600 horsepower, to which can be added 160 horsepower from the motor generators for up to 33 seconds per lap. This support is needed; the newly mandated fuel limit of 100kg per race -- down from an average usage of 160kg -- is pushing engines to be much more efficient.
5 Energy store
This is a battery that collects both the kinetic energy and the thermal energy from the motor generator units, then releases it on demand.
This article was originally published by WIRED UK
