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19 Nov 2008, 20:41 (Ref:2337870) | #26 | ||
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And if it wasn't for Peugeot pushing Audi i think we would have seen a 4. Stint!
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Hvil i Fred Allan. (Rest in Peace Allan) |
19 Nov 2008, 22:55 (Ref:2338020) | #27 | |||
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I can understand why they want to do this from a "potential stored energy" point of view. But as in the case of the Diesels smaller fuel tank, fans and spectators never get to see the fuel economy aspects in comparison to Petrol cars etc. |
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19 Nov 2008, 23:21 (Ref:2338035) | #28 | |||
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IF the spectators saw the fuel millage, I think quite a few would faint dead away. 5-6 maybe 6 1/2 mpg on cruse mode. OK figure how many laps they run on a fuel stint, and then the distance. We know how much fuel each carries. |
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"When the fear of death out weighs the thrill of speed, brake." LG |
20 Nov 2008, 01:29 (Ref:2338074) | #29 | ||
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So, LMP1s with 3.4L V8s. Toyota Super GT engine with a hybrid in an LMP1 in 2011, anyone?
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Nulla Tenaci Invia Est Via |
20 Nov 2008, 01:39 (Ref:2338076) | #30 | |||
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20 Nov 2008, 01:45 (Ref:2338077) | #31 | ||
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Is the ACO really going to limit the number of cylinders to a specific? I mean that puts about half the field out of contention. And how do they figure a 3.8L twin turbo diesel is going to be *only* as competitive as a 3.4L NA petrol engine?
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11 Feb 2009, 01:05 (Ref:2394242) | #32 | |
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I recently realised there is something obscure or weird, depending on the outcome, in the hybrid regulations. I don't recall this particular thing getting much attention. Maybe everyone have thought it is self-evident.
It is about this, the way it is written or worded: Recovery of energy from the brakes on the 4 wheels or from the heat of the exhaust fumes Does this actually mean that kinetic energy recovery systems would be outlawed? Instead heat energy from the brakes could be recovered. Ever since reading that, I guess too quickly, in November, I have naturally thought it just means that recovery of kinetic energy is allowed from the rear and front axle during braking. I think many people have thought this way, since people often just refer to KERS, where 'K' obviously stands for Kinetic. Outlawing kinetic recovery would make absolutely no sense, and not least because it would mean 908 HY's system would be useless. And regarding the quite high limit on stored energy (1MJ - compared to F1's 400 kJ), heat recovery is much less effective. Thoughts? Last edited by deggis; 11 Feb 2009 at 01:10. |
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12 Feb 2009, 00:24 (Ref:2395809) | #33 | |
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Looking at these radical '09 cars, I wouldn't be suprised if they produce more downforce than the full wing '08 cars, so I still expect Le Mans pole to be around 3.24 (accounting for the diesels 10%/70bhp power loss).
Even a 'P2' engined 570bhp 2011 car should be capable of qualifying in 3.30 or under, from the off. Last edited by JAG; 12 Feb 2009 at 00:32. |
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19 Feb 2009, 17:25 (Ref:2400324) | #34 | ||
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19 Feb 2009, 18:16 (Ref:2400343) | #35 | |||
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Besides how many race classes allow you to run so many different types of engines!?. Endurance need 4, 6, 8, 10 and 12 cylinders!, it's what makes it more interesting for the fans!, and make sure we get some cars with different specs! |
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Hvil i Fred Allan. (Rest in Peace Allan) |
19 Feb 2009, 18:18 (Ref:2400345) | #36 | |||
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Use of engine braking reduces heat buildup in brakes thus reduces their temperature. With a KERS generator attached the engine braking effect increases thus the brakes have less work to do and thus their temperature is lower. Ergo the brake heat ( in all 4 wheels) has been "converted" to stored energy by the generator. Does anyone else think this explanation stacks up? A further point is that the ACO rules say the stored energy can only be used to increase range not speed. That, I think, is the killer; F1 KERS is certainly aimed at "press to pass" buttons specifically banned by ACO - this may be what is currently keeping the 908HY out. This is the quote "The use of such a system must not be aimed at obtaining additional power but at reducing fuel consumption and CO2 emissions" How does the Peugeot KERS do that? There may be an argument similar to the one above about heat - but I haven't worked it out - any ideas? Mariantic |
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19 Feb 2009, 18:23 (Ref:2400346) | #37 | |||
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However, in the next few years its unlikely that many new V10V12 engines will be made by new sportscar manufacturers. 6 and 8 cylinder engines are the future on the road as well as the race track. |
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"On a given day, a given circumstance, you think you have a limit. And you then go for this limit and you touch this limit, and you think, 'Okay, this is the limit.' And so you touch this limit, something happens and you suddenly can go a little bit further. With your mind power, your determination, your instinct, and the experience as well, you can fly very high." -Ayrton Senna |
19 Feb 2009, 18:42 (Ref:2400356) | #38 | |||
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L.P. |
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19 Feb 2009, 18:43 (Ref:2400358) | #39 | ||||
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A V10 is likely, but the V12 is getting to small, and reliability will become a big issue! Quote:
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Hvil i Fred Allan. (Rest in Peace Allan) |
20 Feb 2009, 02:14 (Ref:2400598) | #40 | |||
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This energy can be used: 1) either to deliver extra power thanks to an additional boost of 60kW (80hp) for approximately 20 seconds per lap, either automatically when re-accelerating, or when the driver chooses to make use of it ('push to pass'). 2) or to reduce fuel consumption for the equivalent level of performance thanks to the mechanical energy recovered (between three and five per cent). At least it is sure it recovers kinetic energy, since press release mentions that clearly. Have you seen this? http://www.racecar-engineering.com/n...y-unclear.html Comment from Peugeot source: "the ACO regulations are not definitive for HY prototype. So we wait." But that could mean anything... (safety etc). . Last edited by deggis; 20 Feb 2009 at 02:19. |
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21 Feb 2009, 10:40 (Ref:2401305) | #41 | |
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I am definitely not a fan of how the ACO has handled the 09 to 2011 rules. The 09 rules were not changed in a way that would make 2011 engines competitive at present times. So basically you have Audi and Acura creating new cars and engines, but only able to run such combination for 2 years. Not the best way to get factory involvement. Current car sales don't help.
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21 Feb 2009, 12:01 (Ref:2401334) | #42 | |||
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Remember that 2011 will not require completely new cars for P1 and P2, just new drivetrains, and in the case of 2011 P1 the drivetrains already exist for NA and turbo petrol. |
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"On a given day, a given circumstance, you think you have a limit. And you then go for this limit and you touch this limit, and you think, 'Okay, this is the limit.' And so you touch this limit, something happens and you suddenly can go a little bit further. With your mind power, your determination, your instinct, and the experience as well, you can fly very high." -Ayrton Senna |
2 Mar 2009, 20:50 (Ref:2407601) | #43 | ||
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What about the reduced rear wing area? Is that for P1 only or both LMP classes. I've think I've seen the teams have the option this year to run either 08 or 09 wing specs. What is the advantage to using the 09?
Are we talking approximentally 20% reduction at the rear wing only or some other number? thanks all, interesting discussion so far. dh |
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2 Mar 2009, 20:55 (Ref:2407605) | #44 | |||
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Tom. |
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2 Mar 2009, 21:01 (Ref:2407612) | #45 | |
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To clarify only the ALMs P2 class has the option of of running 08 spec wing but with the penalty of carrying 50 kilos extra weight which is why the fernandez car complained that the Acura P2 felt slower. If the P2 team runs the 09 wing they don't have to take on the extra weight
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2 Mar 2009, 21:01 (Ref:2407614) | #46 | ||
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Correct!. LMS, Asian LMS and Le Mans demands the 09 spec rear wing!.
And there is no advantage of the 09 wing in comparison to the 08 wing. |
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Hvil i Fred Allan. (Rest in Peace Allan) |
3 Mar 2009, 01:48 (Ref:2407774) | #47 | |||
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