F1’s governing body intends to make energy efficiency a priority for the teams in designing their new cars and engines and will limit each driver to using no more then 100kg of fuel per race next year.
But, as FIA head of powertrain Fabrice Lom explained to its magazine Auto, the rules go further than that to prevent teams coming up with unusual attempts to get around the rules:
“Giving the same amount of fuel to each car is an easy way of promoting efficiency – but the requirement is not as simple as that.” said Lom. “With no other limitations we might see some extreme and dangerous powerful engines, coupled with exotic strategies.”
“The fuel-flow limitation is there to stop this, enforcing a certain level of control. I say ‘a certain level’ because the engineers working on this project have an infinite amount of ingenuity, and over time the will certainly develop more efficient engines with greater power output.”
The current V8 engines are subject to a development freeze and a similar policy will be gradually introduced for the new engines to prevent development costs getting out of control (see below).
“But equally, it shouldn’t be a development free-for-all that would make the necessary investment unaffordable. We’re heading towards year-on-year tightening restrictions and we think that’s a prudent and responsible approach.”
The FIA’s plan for freezing development of the engines calls for 8% of power unit components by weight to be frozen in development by 2015. That will rise to 23% in 2016, 35% in 2018 and 95% the year after that.
“The aim of the new regulations is to keep F1 at the pinnacle of motor sport,” added Lom, “but to do so mindful of the era in a which we operate.”
“Yesterday the sole aim of transportation was to travel from A to B as swiftly as possible. Today the technology is such that anyone can go fast – but they do so knowing resources are not unlimited and must be used with care.”
With the new V6 engines producing around 600bhp plus a further 150bhp coming from the Energy Recovery Systems, next year’s engines are expected to produce at least as much power as the current V8s.
But the higher minimum weight limit for cars should mean lap times remain similar. However FIA race director Charlie Whiting has previously suggested lap times could rise by two to three seconds next year.
Planned FIA engine development freeze, 2015-2020
As per the current 2014 Technical Regulations:
|Year||New items included in development freeze|
|2015||Upper/lower crankcase: Cylinder bore spacing, deck height, bank stagger.|
Crankshaft: Crank throw, main bearing journal diameter, rod bearing journal diameter.
Air valve system: Including compressor, air pressure regulation devices.
|2016||Upper/lower crankcase: All dimensions including cylinder bore position relative to legality volume, water core.|
Valve drive – camshafts: From camshaft lobe to gear train. Geometry except lift profile. Includes damping systems linked to camshaft. Exhaust and Inlet.
Valve drive: Position and geometry. Gear train down to crankshaft gear included, and dampers.
Covers: Covers closing the areas in contact with engine oil cam covers, cam-timing covers.
Ancilliaries drive: From ancillary to power source. Includes position of the ancillaries as far as drive is concerned.
|2018||Valves axis position: Includes angle but excludes axial displacement.|
Valves drive: From valve to camshaft lobe. Position and geometry. Exhaust and inlet. Includes valve return function inside the head.
Crankshaft: Except crank throw, main bearing journal diameter, rod bearing journal diameter. Includes crankshaft bearings.
Oil pressure pumps: Including filter but excluding internal if no impact on body.
Oil scavenge systems: Any scavenging system.
|2019||Cylinder head: Except modifications linked to subsequent modifications.|
Combustion: All parts of parts defining combustion including ports, piston crown, combustion chamber, valves geometry, timing, lift, injector nozzle, coils, spark plug but excluding valves position.
Con rods: Including small and big end bearings.
Pistons: Including bearings and pin. Excluding crown.
Oil recuperation: Oil/air separator, oil tank, catch tank.
Engine water pumps: Include power unit mounted water pipes.
Injection systems: Power unit-mounted fuel system components e.g. high pressure fuel hose, fuel rail, fuel injectors, accumulators but excluding injector nozzle.
Inlet system: Plenum and associated actuators. Excluding pressure charging, trumpets and throttle associated parts and actuators. Trumpets and associated parts and actuators. Throttles and associated parts and actuators.
Pressure charging: From compressor inlet to compressor outlet. From turbine inlet to turbine outlet. External actuators linked to pressure charging.
Ignition system: Ignition coils, driver box.
Lubrication: All parts in which circulates oil under pressure (oil pump gears, channels, piping, jets) and not mentioned elsewhere in the table.
Sliding or rotating seals
Complete Motor Generator Units for Heat and Kinetic energy – all internals including bearings, casing, etc…, their position, transmission and power electronics.
Energy Store: Cells.
Energy Recovery System – Cooling/lubrication: Including energy store jackets, pipes, pumps, actuators.
2014 F1 season
- Fear of rules change led Mercedes to run dominant 2014 engine in “idle mode”
- Bianchi’s fight for life ends nine months after Japanese Grand Prix crash
- Mercedes’ Bahrain battle “too dangerous” – Warwick
- Streiff’s comments on Bianchi crash investigation prompts legal action from FIA
- Is stewarding improving? Analysing 2014’s penalties
Browse all 2014 F1 season articles
Images ?é?® Mercedes, Renault