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29 Apr 2014, 10:59 (Ref:3399611) | #576 | ||
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The teams running LM bodywork will be hoping for a dry race.
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29 Apr 2014, 11:06 (Ref:3399612) | #577 | ||
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29 Apr 2014, 11:49 (Ref:3399628) | #578 | ||
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29 Apr 2014, 19:21 (Ref:3399792) | #579 | ||
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I think Porsche will do + 320 km/h
Toyota and Audi in Le mans mode, maybe 310-315 km/h IMHO. |
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29 Apr 2014, 19:25 (Ref:3399797) | #580 | ||
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i think it will be the other way round with audi/toyota slightly faster than the porsche
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29 Apr 2014, 20:00 (Ref:3399813) | #581 | ||
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I am looking forward at seeing and hearing all of those three cars blasting through eau rouge.
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30 Apr 2014, 14:13 (Ref:3400013) | #582 | |
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It'll be interesting to see how the cars stack up against one another through the various sectors at Spa - S2 will be interesting with the cars in low downforce trim
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30 Apr 2014, 14:21 (Ref:3400015) | #583 | |
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a LD car surely suits better in S1 and S3, an HD car is faster in S2. Spa is a track where one can be competitive with both packages
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30 Apr 2014, 14:23 (Ref:3400016) | #584 | ||
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I think that is what he meant, the LD cars will be fine in the other sectors but it is the S2 times that might make the difference.
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30 Apr 2014, 18:49 (Ref:3400104) | #585 | |
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With the speed difference between the packages, I dont know if the high downforce package is a smart move. If Audi cant even go as far in a stint when Toyota uses high downforce as well, that may take away any hope of being faster making up the difference.
I know we'll have to wait and see the stint lengths. But taking data from Silverstone, 28 lap stints Porsche/Toyota did = 164.9km per stint. That turns out to be 23.5 tours at Spa. With the low downforce/drag setup and more hybrid power 24 laps per stint is my guess. Toyota did one 29 lap stint and Porsche did a couple. That equals 170.8km per stint or 24.3 laps at Spa. Audi never did a full stint at Silverstone. But say its 27 laps = 159.0km per stint at Silverstone. That comes to 22.7 laps at Spa. So probably 23 laps per stint for Audi. It will be great to see if teams stretch the fuel for a potential 25 lap stint, if they go 24 or 23 laps and what times they set. |
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1 May 2014, 20:45 (Ref:3400528) | #586 | |
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2 May 2014, 08:05 (Ref:3400637) | #587 | |
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This is a good interview with Anthony Davidson http://www.fiawec.com/en/news/in-con...dson_1951.html
Highlights for me is the tire usage he speaks of, a possible 4 or 5 stinting tires at Le Mans. Thats nuts with the smaller size I thought the teams would have trouble this year. Michelin has done a great job on the new tires. |
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2 May 2014, 16:35 (Ref:3400823) | #588 | |
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Toyota looking much better with the LM aero kit
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2 May 2014, 16:48 (Ref:3400829) | #589 | ||
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indeed .. was looking good before too .. but not from that angle
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3 May 2014, 05:18 (Ref:3401028) | #590 | ||
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toyota will be very disappointed that they are not on pole but they will even more detirmined to lead at the end of the first lap
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5 May 2014, 20:42 (Ref:3402595) | #591 | ||
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5 May 2014, 21:03 (Ref:3402607) | #592 | |||
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Quote:
The way the P1s shoot out of the corners amazes me! |
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5 May 2014, 23:39 (Ref:3402640) | #593 | |
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Racecar Engineering updated the TS040 page as well as the R18, 919 and R-One.
Some key details like the front bulkhead photo- Nice and tidy, front mgu concealed as well. Also of note is the front fender holes and the directed airflow. Itd be interesting to read the magazine but I dont have a copy. Last edited by TF110; 5 May 2014 at 23:49. |
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6 May 2014, 05:28 (Ref:3402689) | #594 | ||
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I had a hunch that MGU-H has negative effect on pure engine efficiency, it would be a benefit if the energy harvested by MGU-H would not count for MJ class but if it does then you end up with even less fuel:
Quote:
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6 May 2014, 07:40 (Ref:3402721) | #595 | |||||
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Quote:
Quote:
Quote:
Quote:
source: http://www.endurance-info.com/fr/act...durance-20862/ |
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6 May 2014, 08:32 (Ref:3402735) | #596 | |
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Thanks, really nice piece of info.
But my quote still applies. Because corrected torque (for BSFC) is actual torque + loss of torque for running MGU-H giving you a better BSFC number than from engine alone. It would be interesting to know at least from who did they measure "best in class BSFC" from Porsche or Toyota? Energy from MGU-H pushes you in higher MJ class (is that not true?), meaning less fuel. The decision for Toyota to go all kinetic is IMHO the best decision that can be made. Porsche on the other hand is sacrificing fuel in the engine to run their front electric motor, with energy limited by the MJ class, either they are stupid (I doubt that) or the actual engine efficiency loss is so small that it can not offset the benefit you get in electric energy. I can see a future regulation not counting this energy for MJ class and we will see all competitors with ERS-H. You don't even need the storage, because you can feed electric motor directly. |
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6 May 2014, 09:20 (Ref:3402757) | #597 | |
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Thatd go a ways to allowing for 8mj packages to become viable, at least in theory counting ers-h as added energy for the total but not towards the counted total in the rules. Not sure how that would play out with reliability though.
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6 May 2014, 12:12 (Ref:3402819) | #598 | ||
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In the June 2014 edition of Racecar Engineering, Thomas Laudenbach of Audi Sport explains that the 1000 hp of the TS040 is a lot more than a marketing thing:
Quote:
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6 May 2014, 12:24 (Ref:3402824) | #599 | ||
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If Red Bull Racing have shown us nothing else recently, it's that putting the recovered energy down as quickly as efficiently as possible gets the best lap time (average speed over a straight), even if the top speed is nothing special.
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11 May 2014, 14:04 (Ref:3404946) | #600 | |||
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Interesting interview of Davidson by motorsport-total.com.
He talks a bit about the system used to monitor/display fuel consumption and appears to suggest that he had very little to change to his driving style and in particular did not have to worry about saving fuel during the race at Silverstone: Quote:
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